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PRELIMINARY 
I     TOPICAL  OUTLINE  of  Ihe  ECONOMICS 
of  HIGHWAY  TRANSPORT 


LEWIS  W.  McINTYRE 

^Assistant  Professor  of  Civil  Engineering,  University  of  Pittsburgh; 

Associate  Member,  American  Society  of  Civil  Engineers; 

Member,  Society  for  the  Promotion  of  Engineering  Education 


Prepared    for    the 

HIGHWAY  AND  HIGHWAY  TRANSPORT 
EDUCATION  COMMITTEE 


THE   HIGHWAY    AND    HIGHWAY    TRANSPORT 
EDUCATION  COMMITTEE 

WILLARD  BUILDING,  WASHINGTON,  D.  C. 

Appointed  May  28,  1920,  by  Dr.  P.  P.  Claxton, 
Fcnner  Commissioner  of  Education. 

John  J.  Tigert,  Chairman,  U.  S.  Commissioner  of  Education. 

'j^hos.  H.  MacDonald,  Chief,  Bureau  of  Public  Roads,  Department 
oi  Agriculture. 

J'.  C.  Boggs,  Colonel,  Corps  of  Engineers,  U.  S.  A.,  representing 
the  War  Department. 

Roy  D.  Chapin,  President,  Hudson  Motor  Car  Company,  repre- 
senting the  National  Automobile  Chamber  of  Commerce. 

F.  L.  Bishop,  Dean  of  Engineering,  University  of  Pittsburgh,  rep- 
resenting the  Society  for  the  Promotion  of  Engineering  Edu- 
cation. 

Harvey  S.  Firestone,  President,  Firestone  Tire  and  Rubber  Com- 
pany, representing  the  Rubber  Association  of  America, 

W.  S.  Keller,  State  Highway  Engineer  of  Alabama,  representing 
the  American  Association  of  State  Highway  GfiEicials. 

H.  W.  Alden,  Vice  President,  Timkin  Axle  Company,  represent- 
ing the  Society  of  Automotive  Engineers. 

W.  C.  John,  Acting  Director. 

Pyke  Johnson,  Secretary'. 


PRELIMINARY 

TOPICAL  OUTLINE  of  the  ECONOMICS 

of  HIGHWAY  TRANSPORT 


LEWIS  W.  McINTYRE 

Assistant  Professor  of  Civil  Engineering,  University  of  Pittsburgh; 

Associate  Member,  American  Society  of  Civil  Engineers; 

Member,  Society  for  the  Promotion  of  Engineering  Education 


Prepared    j  or    the 

HIGHWAY  AND  HIGHWAY  TRANSPORT 
EDUCATION  COMMITTEE 

Price  25  Cents 


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PREFACE 


This  bulletin  forms  a  part  of  a  topical  outline  in  the  Eco- 
nomics of  Highway  Transport  and  is  issued  by  the  Highway  and 
Highway  Transport  Education  Committee  as  a  part  of  their 
work  in  furthering  Highway  Transport  Education.  It  is  issued 
for  a  dual  purpose.  By  its  distribution  to  selected  college  or 
engineering  students  it  may  assist  them  in  forming  a  more  definite 
idea  of  the  field  of  highway  transport  and  aid  them  in  getting  a 
vision  of  the  opportunities  for  future  employment  in  this  field.  It 
is  hoped  also  that  in  those  colleges  where  courses  in  highway 
transport  are  being  given,  or  are  being  contemplated,  it  may  assist 
teachers  of  this  subject  in  the  formulation  of  adequate  courses 
with  a  minimum  of  duplicated  efifort  on  their  part. 

As  state  and  county  officers  have  felt  increasing  pressure 
demanding  more  adequate  facilities  for  highway  transport  devel- 
opment, they  have  felt  the  need  for  fundamental  economic  data 
justifying  the  investment  and  expenditure  of  the  funds  entrusted 
to  them.  It  is  felt  that  this  outline  may  stimulate  interest  in  the 
economic  phases  of  the  subject  and  possibly  aid  in  the  equipment 
of  experts  at  our  various  Universities  to  whom  the  same  officers 
and  tax  payers  alike  may  turn  for  the  fundamental  data  on  which 
these  developments  may  be  built. 

The  outline  makes  no  pretense  of  being  either  complete  or 
adequate.  It  has  been  limited  in  various  ways.  The  newness  of 
the  subject  and  the  consequent  lack  of  authoritative  research  make 
definite  conclusions  and  principles  impossible.  Its  preparation 
was  not  undertaken  until  December  first  and  then  only  in  addi- 
tion to  other  work.  The  reason  for  this  haste  is  the  continued 
urgent  requests  from  the  Schools  of  Engineering  and  Schools  of 
Economics  of  the  country  to  the  Committee  that  something  of  a 
preliminary  nature  be  made  available  for  their  use  during  the 
second  semester  of  the  present  school  year.  An  efifort  has,  there- 
fore, been  made  to  avoid  the  expression  of  an  opinion,  but  to 
present  both  sides  of  debatable  questions. 

•  Some  of  the  topics  are  capable  of  considerable  expansion; 
their  use  will  be  determined  by  the  local  situation.  Others  may 
be  used  almost  as  outlined.  It  is  confidently  expected  that  use 
of  the  outline  will  develop  innumerable  suggestions   for  its  re- 


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vision.  Such  suggestions  or  criticisms  will  be  greatly  appreciated. 
The  references  by  no  means  constitute  a  complete  bibliog- 
raphy of  the  subject;  neither  is  it  at  all  essential  that  all  of  them 
be  read.  Quite  often  the  meat  of  the  reference  is  only  a  very 
small  part  of  the  published  article  and  it  is  hoped  that  the  more 
important  references  may  shortly  be  abstracted  for  more  con- 
venient use.  In  many  cases  similar  references  can  be  found  in 
periodicals  more  easily  available  to  the  individual.  Here  again 
lack  of  time  has  been  the  handicap  rendering  the  best  selection  of 
these  references  difificult. 

For  the  very  great  help  rendered  in  the  preparation  of  this 
outline  by  the  suggestion  of  subject  matter,  the  furnishing  of  in- 
formation, the  criticism  of  content,  and  the  inspiration  of  personal 
contact,  acknowledgment  is  made  to  the  following: 

Agg,  T.  R.,  Professor  of  Highway  Engineering,  Iowa  State 
College. 

Banham,  W.  J.  L.,  General  Traffic  Manager,  Otis  Elevator  Com- 
pany, New  York  City. 

Beard,  Harriet  E.,  Supeprvisor,  Safety  Education  Department, 
Detroit  Public  School. 

Bester,  O.  E.,  Department  of  Transportation  and  Communication, 
U.  S.  Chamber  of  Commerce. 

Bibbins,  J.  Rowland,  Manager,  Department  of  Transportation  and 
Communication,  U.  S.  Chamber  of  Commerce. 

Blanchard,  A.  H.,  Professor  of  Highway  Engineering  and  High- 
way Transport,  University  of  Michigan. 

Broisseau,  A.  J.,  President,  International  Motors  Company. 

Daugherty,  N.  W.,  Professor  of  Civil  Engineering,  University 
of  Tennessee, 

Dickinson,  Dr.,  Society  of  Automotive  Engineers. 

Fairbank,  H.  S.,  Senior  Highway  Engineer,  Bureau  of  Public 
Roads. 

Fenn,  F.  W.,  Secretary,  Motor  Truck  Committee,  National  Auto- 
mobile Chamber  of  Commerce. 

Goldbeck,  A.  T.,  Engineer  of  Tests,  Bureau  of  Public  Roads. 

Goodrich,  Earnest  P.,  Vice  President,  Technical  Advisory  Cor- 
poration, New  York  City. 

Hall,  Mr.,  Traffic  Manager,  U.  S.  Trucking  Corporation,  New 
York  City. 

Harger,  W.  G.,  Resident  Engineer,  Fuller  and  McClintock,  New 
York  City. 

Hargraeves,  R.  D.,  Hargraeves,  Inc.,  Detroit. 


John,  Walton  C,  Specialist  in  Rural  and  Technical  Education, 
Bureau  of  Education. 

Johnson,  A.  N.,  Dean,  University  of  Maryland. 

Johnson,  Pyke,  Secretary,  Highway  Committee,  National  Auto- 
mobile Chamber  of  Commerce. 

Lewis,  Nelson  P.,  New  York  City. 

McCandliss,  L.  C,  Assistant  Professor  of  Civil  Engineering, 
University  of  Pittsburgh. 

Meixel,  Harry,  Secretary,  Legislative  Committee,  National  Auto- 
mobile Chamber  of  Commerce. 

Pride,  George  H.,  Borden  Building,  New  York. 

Rea,  A.  L.,  Assistant  Treasurer,  U.  S.  Trucking  Corporation. 

Robinson,  Frederick  G.,  School  of  Business  and  Civic  Adminis- 
tration, College  of  the  City  of  New  York. 

Shertz,  Harold  S.,  Wharton  School  of  Finance  and  Commerce, 
University  of  Pennsylvania. 

Walters,  George  A.,  Deputy  Commissioner,  Detroit  Police  De- 
partment. 

Whitten,  F.  A.,  Chief  Engineer,  General  Motors  Company, 
Pontiac,  Michigan. 

The  list  of  contemplated  topics,  a  portion  of  which  are  pub- 
lished in  this  bulletin  and  the  remainder  of  which  it  is  expected 
will  be  published  at  an  early  date,  follows : 

University  of  Pittsburgh,  January  14,  1922. 


TENTATIVE  CONTENT  OF  OUTLINE 

I.  THE  FIELD   OF   HIGHWAY  TRANSPORT. 

(1)  The  Development  oe  Highway  Transport. 

Steps  in  the  development;  relation  of  transportation 
to  civilization;  problems  awaiting  solution;  magnitude 
of  the  problems;  the  highway  program;  the  field  for 
trained  men;  salaries  available;  probable  future  de- 
velopment. 

(2)  Interrelationship    oe    Highway,    Railway    and 

Waterway  Transportation. 
Correlation  of  all  forms  of  service  (Cincinnati  plan, 
unit  containers,  store  door  delivery,  etc.)  ;  the  electric 
railway  and  highway  transport ;  the  steam  railway  and 
highway  transport;  the  waterway  and  highway  trans- 
port. 

(3)  Traffic  Engineering  and  City  Planning. 

Relation  of  transportation  problems  to  city  planning; 
historical  development  of  city  transportation;  street 
traffic  problems;  street  railway  problems;  traffic  regu- 
lation. 

II.  THE  HIGHWAY  AND   THE   MOTOR  VEHICLE. 

(4)  Highway  Transportation  Surveys. 

The  traffic  census,  its  purpose,  use,  and  limitations; 
economic  survey  of  transportation;  needs  of  local  in- 
dustries; use  of  vehicle  registration  data;  intangibles; 
capacity;  peak  loads,  etc. 

(5)  Economics  of  Location. 

General  considerations ;  minor  details  of  alignment 
(distance,  curvature,  rise  and  fall  and  their  effect  on 
the  cost  of  transportation)  ;  ruling  gradient  and  curva- 
ture; typical  calculations  of  the  effect  of  these  items 
on  operating  expenses;  justifiable  expenditure  for 
their  reduction;  virtual  profile. 

(6)  Economics  of  the  Selection  of  Type  of  Surface. 

Adaption  of  motor  vehicle  and  highway  to  one  an- 
other ;  limiting  factors ;  economical  traffic  unit ;  typical 


calculation  of  economical  traffic  unit;  other  factors 
effecting  type  of  construction;  economical  life. 

(7)  Effect  of  the  Vehicle  on  the  Road. 

Type  of  vehicle  (horsedrawn,  high-speed  rubber-tired, 
motor  truck)  ;  stresses  induced ;  types  of  failure;  effect 
of  weight;  effect  of  speed;  impact;  experimental  in- 
vestigations; types  of  roads,  rigid  and  non-rigid;  traffic 
intensity;  unsprung  weight;  pneumatic  and  cushion 
tires. 

(8)  The  Effect  of  the  Road  On  the  Vehicle. 

Stresses  in  the  motor  vehicle;  stresses  due  to  load; 
twisting  strains  caused  by  road  irregularities,  shocks 
caused  by  rough  roads;  driving  shocks  and  loads; 
braking  shocks  and  loads. 

III.     THE  LEGAL  PHASE. 

(9)  The  Motor  Vehicle  as  a  Common  Carrier. 

The  trend  of  existing  legislation ;  operation  on  regular 
routes;  hauling  for  selected  patrons;  passenger  serv- 
ice; freight  service;  effect  of  regulation;  result  of  non- 
regulation;  arguments  pro  and  con;  constitution  of 
the  regulating  body ;  franchises  and  rate  making. 

(10)  Analysis  of  Road  Legislation. 

Development  of  the  theory  of  road  laws;  analysis  of 
existing  laws;  effect  on  transportation;  possible 
changes. 

(11)  Taxation  and  Licensing  Laws. 

Methods  of  taxation,  gasoline  tax,  tonnage  tax,  tax 
according  to  use,  etc.;  weaknesses  of  present  systems; 
outlook  for  the  future. 

iv.   the  principles  of  successful  operation. 

(12)  Selecting  the  Vehicle. 

General  requirements;  types  available;  vocational  sur- 
veys ;  factors  effecting  selection ;  body  design ;  trailers, 
their  advantages  and  when  to  use  them;  demountable 
bodies;  special  bodies;  tires. 

(13)  Dispatching  and  Routing. 

Fundamental  principles;  scheduling;  co-ordination  of 
loads  and  vehicles;  zone  system;  analyzing  routes  by 
time  studies;  m.inimizing  delays  at  ferries,  terminals, 
etc.;  selecting  of  routes;  loading  and  unloading  de- 
vices. 


(14)  Cost  Keeping 

Importance;  desirability  of  uniform  system;  results 
desired  (economic  unit,  ton  mile  costs,  etc.) ;  data 
necessary;  National  Standard  Cost  System;  Commer- 
cial Vehicle  System;  other  systems. 

(15)  Maintenance. 

Serious  effect  of  improper  maintenance;  lubrication, 
inspection;  effect  of  over  loading;  effect  of  over 
speeding,  typical  systems  of  maintenance;  garage 
problems. 

(16)  English  Transport  Methods.  • 

European  transport  problems  and  their  solution ;  types 
of  commercial  vehicles;  legislation  in  force  in  1922; 
highway  transport  methods. 

(17)  Safety. 

Grade  crossings ;  guard  rails ;  footpaths,  etc. 

(18)  The  Human  Element;  Forms  and  Record 

Systems,  Etc. 
Importance  of  esprit  de  corps  and  how  to  maintain 
it;  typical  bonus   systems;   mechanical  checking  de- 
vices; bills  of  lading,  etc. 

SELLING  TRANSPORTATION. 

(19)  The  Cost  of  Transportation. 

Factors  entering  into  complete  cost  of  transportation; 
crating,  terminal  charges,  etc. ;  effect  of  road  condi- 
tions on  cost  of  highway  transport. 

(20)  Economic  Surveys. 

Purpose;  surveys  of  business  operations;  public  haul- 
age surveys ;  community  transportation  surveys ; 
motor  truck  terminals ;  snow  removal. 

(21)  Industrial  Uses  of  the  Motor  Vehicle. 

Farming;  lumbering;  mining;  factory;  construction; 
municipal  haulage. 

(22)  Transportation  Uses  of  the  Motor  Vehicle. 

As  feeder  to  railways  and  waterways ;  flanged  wheel 
equipment ;  inter-city  trucking  companies ;  rural  motor 
express ;  motor  busses ;  local  uses ;  long  and  short  rural 
haulage. 

(23)  Exhibits. 

Highway,  rubber,  and  automotive  exhibits. 


THE  DEVELOPMENT  OF  HIGHWAY 
TRANSPORT 

I.     EVOLUTION   OF  TRANSPORTATION. 

A.     Historical. 

1.  Loads  carried  on  the  backs  of  men  and  women. 

a.  Coolie  labor. 

b.  Negroes    carrying   raw   material    from    the   interior   of 
Africa  to  the  coast. 

2.  •Loads  carried  by  animals. 

a.  Caravans  of  early  Egypt  and  the  donkey  of  Palestine. 

b.  Pack  animals. 

3.  Invention  of  the  wheel. 

a.  As  early  as  3,000  B.  C. 

b.  Two  wheel  carts  and  chariots  of  ancient  Babylon. 

4.  Use  of  waterways. 

a.  Very  primitive  peoples  made  use  of  waterways. 

b.  Inland  waterways  of  the  United  States  (4). 

5.  Highways  (1). 

a.  Early  Roman  road  system. 

b.  Boston  Post  Road. 

c.  York   Road   between    New   York   and   Philadelphia   in 
1711. 

d.  Lancaster  Pike  in  1792. 

e.  National  Pike  in  1811. 

f.  Early  toll  roads  and  bridges. 

6.  The  railway  (2). 

a.  Baltimore  and  Ohio  started  in  1828. 

b.  Greatest  expansion  since  1850. 

(1)     70,000  miles  built  between  1880  and  1890. 

7.  The  motor  vehicle  (3). 

a.  First  appearance  in  1899. 

b.  411  motor  trucks  produced  in  1904. 

c.  About  11,000  motor  trucks  produced  in  1911. 

d.  335,000  motor  trucks  manufactured  in  1920. 

e.  About    1,000,000   motor   trucks   now    registered   in   the 
United  States. 

f.  About  9,000,000   passenger  vehicles   now   registered   in 
the  United  States. 

g.  The  motor  truck  and  the  World  War.     (5) 

8.  The  development  of  transportation  on  public  highways. 

a.  The  horse  and  buggy. 

b.  The  stage  coach  or  omnibus. 

c.  The  horse  car. 

d.  The  cable  car. 

e.  The  electric  railway. 

(1)     First  four  wheeled,  then  eight  wheeled. 


f.  The  four  wheeled  one  man  car  or  automobile. 

g.  The  trackless  trolley  and  motor  omnibus. 
h.      The  motor  truck. 

B.     Relation  of  transportation  to  civilization. 

1.  Civilization  has  followed  trade  routes. 

a.  Phoenicians  spread  eastern  civilization. 

b.  Romans  extended  their  civilization  throughout  Europe. 

c.  Columbus  opened  America  for  colonization. 

2.  Social  intercourse  a  necessity  for  all  men. 

a.      Dependent  in  the  towns  and  small  villages  upon  trans- 
portation. 

3.  Education  in  rural  communities  dependent  ifpon  transpor- 
tation. 

a.  Group     schools,     farmers'     clubs,     college     extension 

courses. 

b.  10   more   children   in    100   secure   an   education   where 
roads  are  improved. 

4.  Distribution  the  greatest  problem  of  our  civilization. 

a.  American  industry  specialized  and  grouped  in  districts. 

b.  Food  distribution   dependent  upon  efficient  transporta- 
tion. 

II.     HIGHWAY  TRANSPORT  PROBLEMS. 

A.  Highways  and  vehicle  one  problem.     (6) 

1.  Most  efficient  transportation  the  sole  purpose  of  both. 

a.  Roads   must   not   be   located   by   political   pressure   or 
local  sentiment. 

b.  Heavy  grades  add  millions  to  haulage  costs. 

2.  Eflfect  of  the  road  on  the  vehicle  as  well  as  the  vehicle  on 
the  road  must  be  considered. 

a.  Too   sharp   curves   cut   down   speed   as   well   as   throw 
heavy  strain  on  tires. 

b.  Rough     surfaces    cause    high    maintenance    costs     on 
vehicles  as  well  as  sharp  impact  on  the  road. 

3.  Problem  concerns  all,  for  all  use  the  highway. 

B.  Future  transportation  must  be  co-ordinated. 

1.  Railway,  electric  railway,  waterway,  and  highway  trans- 
port each  have  their  economical  uses  and  limitations. 

a.      Highway  transport  not  a  cure-all. 

2.  Lessons  taught  by  the  War.     (7) 

3.  Over  legislation  concerning  railways  and  its  lesson. 

4.  Vision  of  future  travel  must  determine  what  roads  should 
be  built. 

5.  High  constructon  expenditures  even  though  ultimately 
justified  must  be  deferred  until  a  fairly  complete  system 
of  moderately  usable  roads  is  obtained. 


10 


C.     Most  economical  operation  of  motor  vehicles   must  be  estab- 
lished. 

1.  Importance  of  proper  vehicle  selection. 

2.  Efficient  dispatching  and  routing  necessary. 

3.  Complete  cost  records  of  vital  importance. 

4.  Proper  maintenance  essential. 

5.  The  drivers'  co-operation  must  be  obtained. 

6.  Lessons  from  European  experience. 

7.  Lessons  from  other  users. 

8.  Human  life  must  be  protected. 

IX     wome  questions  to  be  answered.     (6)      (8) 

L  How  much  shall  be  spent  to  build  a  particular  piece  of 
highway? 

2.  What  expense  is  warranted  to  maintain  that  piece  of  high- 
way? 

What  type  of  surface  should  be  laid  for  the  diflferent  geo- 
graphical sections? 

4.  The  maximum  traffic  for  which  to  be  prepared. 

5.  How  shall  highway  bonds  be  made  gilt  edge? 

6.  How  shall  we  divide  the  responsibility  of  the  government, 
the  state,  and  the  county  for  highway  construction,  control 
and  maintenance? 

7.  What  proportion  of  cost  shall  be  borne  by  the  vehicle? 

8.  How  can  the  cost  of  vehicle  operation  be  cut  down? 

9.  What  are  sane  regulatory  laws? 

10.  How  shall  we  tie  highway,  railway  and  water  transporta- 
tion together  so  that  they  will  not  compete  but  will  serve 
each  other? 

11.  What  effect  have  grades  on  the  cost  of  hauling? 

12.  What  effect  have  different  surfaces  on  the  cost  of  hauling? 

13.  What  effect  have  curves  on  the  cost  of  hauling? 

14.  What  effect  have  different  vehicles  on  the  cost  of  tires? 

15.  How  should  motor  vehicles  be  taxed? 

16.  Under  what  conditions  should  a  road  be  improved  to  take 
care  of  increased  weight  of  traffic? 

17.  How  shall  traffic  congestion  in  cities  be  met? 

E.    Magnitude  of  the  problem. 

1.      Highway  expenditures  run  into  billions. 

2.  Automotive  industry  the  second  largest  in  the  country. 

3.  10,000,000  motor  vehicles  registered  in  the  United  States. 

4.  Efficient  transportation  necessary  for  the  nation's  existence, 

5.  Seventy-five  millions  Federal  aid  money  appropriated  for 
1922. 

6.  In  1912  a  Congressional  Committee  estimated  a  possible 
saving  of  $504,000,000  annually  in  transportation  costs 
through  improved  roads. 

a.      Motor  vehicle  registration  in  1912  only  one  million. 

11 


7.     Expenditures   of   the  magnitude  involved   demand  capable 
highway  officials. 

a.     Right    brains    can    only   be    commanded   by   adequate 
salaries. 

F.     The  highway  program. 

1.  Roads  must  be  built  as  a  country  wide  system. 

a.  225,000  miles  would  cover  three-fourths  of  the  total 
of  the  United  States. 

(1)  No  person  more  than  five  miles  from  a  main 
highway — average  2j/2  miles. 

b.  30,000  miles  would  be  included  in  a  National  system. 

c.  State  and  county  systems  selected  by  these  respective 
political  units. 

2.  Highway  improvements  must  be  co-ordinated  and  contin- 
uous. 

3.  Federal  aid  law  of  July  11,  1916. 

a.     Amendment  of  November  9,  1921.     (9) 

4.  Eflfective  maintenance  essential. 

5.  National  defense  highways. 

a.  Pacific  coast — 1,500  miles. 

b.  Canadian  border — 3,700  miles. 

c.  Atlantic  coast — ^2,000  miles. 

d.  Mexican  border — 1,500  miles. 

e.  Gulf  coast — 2,100  miles. 

III.    THE  FIELD  FOR  TRAINED  MEN. 

A.     Highway  Engineers.     (8) 
1.     In  public  service. 

a.  Qualifications. 

(1)  Fundamentals  of  practical  road  building. 

(2)  Fundamental  knowledge  of  the  motor  vehicle. 

(3)  Fundamental  knowledge  of  methods  of  highway 
transport. 

b.  Duties. 

(1)  Location,  construction  and  maintenance  of  high- 
ways. 

c.  Field  for  employment. 

(1)  Commissioner,  director,  or  chief  of  federal, 
state,  county,  town  or  city  highway  department, 
bureau  or  board. 

(2)  Chief  engineer  of  such  a  highway  body. 

(3)  Assistant  chief  engineer  or  member  of  chief  en- 
gineer's staff. 

(4)  Division  or  district  engineer. 

(5)  Resident  engineer. 

(6)  Bridge  engineer,  or  bridge  engineer  assistants. 

(7)  Chemist,  testing  engineer,  geologist. 

(8)  Economist,  research  engineer. 

12 


d.      Personnel  needed.     (8) 
(1)     Demand. 

(a)  9,600  men  with  engineering  training  em- 
ployed by  highway  bodies  in  the  United 
States  outside  of  county  and  municipal 
organizations. 

(b)  Ten  per  cent,  replacements  needed  per 
year — 960. 

(c)  Per  cent,  employed  according  to  rank. 

1.  Above  division  engineer 5 

2.  Division  engineer  12 

3.  Resident  engineer  26 

4.  Below  resident  engineer 51 

5.  Unclassified    6 

Total 100 

(d)  Increase  of  engineering  control  of  roads  ex- 
penditures. 

1.  1916—27  per  cent. 

2.  1917—35  per  cent. 

3.  1918—41  per  cent. 

4.  1919—46  per  cent. 

5.  1920—81  per  cent. 
(2)     Supply. 

(a)     1,000  to  1,100  graduates  in  civil  engineering 
per  year. 

1.     Shared  with  railroads,  construction  com- 
panies, and  industries. 

e.  Salaries.     (8) 

(1)  Range  upward  to  $12,000. 

(2)  Salaries  likely  to  be  revised  upward  rather  than 
downward. 

f.  Other  inducements. 

(1)     More  chance  of  permanency  than  industrial  posi- 
tion. 
Highway  contracting. 
a.     Contractor. 

(1)  Qualifications. 

(a)  Same    as    highway    engineer    coupled    with 
business  training. 

(b)  Few   years   with  highway  department  good 
apprenticeship. 

(2)  Duties. 

(a)     Construction     of     highways     and     highway 
structures. 

(3)  Personnel   needed. 

(a)     One  billion  dollars  available  for  highways. 

(4)  Compensation. 

(a)     Profits  limited  only  by  ability. 


13 


b.      Highway  engineer  in  employ  of  contractor. 

(1)  Qualifications  same  as  for  public  service. 

(2)  Compensation  limited  by  success  of  employer. 

(3)  Graduation  into  contracting  ranks. 

3.      Salesmen    for    concerns    manufacturing    highway    material 
and  machinery. 

a.  Qualifications  same  as  for  highway  engineer  plus  busi- 
ness training. 

b.  Compensation  limited  by  size  of  concern — $4,000-$8,000 
per  year. 

c.  Graduation  into  business  ranks. 
Highway  Transport  Engineers.     (8) 

1.  Qualifications. 

a.  Fundamentals  of  practical  road  building. 

b.  Possibilities  and  limitations  of  the  motor  vehicle. 

c.  How   to  anticipate  trend  and   direction  of  urban   and 
suburban  traffic. 

d.  How  to  relieve  congestion. 

e.  Forecasting  the  weight  and  volume  of  traffic. 

f.  Mechanical   upkeep,   operating   economics,    adaptability 
and  types  of  motor  vehicles. 

2.  Duties. 

a.  Transportation  problems  of  communities  and  groups  of 
shippers. 

(1)  Where  should  the  roads  be  improved? 

(2)  Should  one  or  half  a  dozen  trucks  be  purchased? 

(3)  What  type  of  equipment  should  be  selected? 

(4)  Example — Michigan     Fruit    Growers'     Exchange 
(8). 

b.  Transportation  problems  of  the  automotive  industry. 

(1)     Accurate  definition  of  customers'  need. 

c.  Transportation  problems  of  fleet  operators. 

(1)  Selection  of  best  routes. 

(2)  Selection  of  equipment. 

(3)  Economizing  in  operation. 

d.  Traffic  regulation  in  cities. 

3.  Field  for  employment. 

a.  Federal,  state  and  county  offices. 

b.  Positions  with  large  cities. 

c.  Industrial  organizations  operating  big  truck  fleets. 

d.  Large  motor  service  operators. 

e      Truck  manufacturers  and  distributing  organizations, 
f.       Ship-by-truck  bureaus. 

4.  Personnel  needed.     (10) 

a.  Rapid  growth   of  automotive   industry  has   far  outrun 
the  trained  men  available. 

b.  Future  limited  only  by  construction  of  good  roads  and 
production  of  motor  cars. 

c.  Automotive    industry    now    second    largest    in    United 
States  and  limit  not  yet  in  sight 


14 


d.  Compare  advancement  with  that  of  men  who  went  into 
railroading  in  its  infancy. 

(1)     Now  presidents  of  railroad  companies. 

e.  Salaries  available. 

(1)     Salary  a  secondary  consideration  in  industry   for 
men  who  perform  their  duties  well. 

C.     Motor  truck  fleet  managers  or  owners.     (8) 

1.  Qualifications. 

a.      Many    failures    due    to    lack    of    training    of    those    in 
charge. 

2.  Duties. 

a.  Transportation  manager  or  general  director. 

b.  Delivery  superintendent — to  oversee  loading. 

c.  Maintenance   superintendent — garage  and   repair   work. 

d.  Operation  superintendent — drivers  and  routing. 

e.  Cost  accountant — to  collect  and  compile  costs. 

3.  Personnel  needed. 

a.  Average  fleet  of  five  trucks  involves  an  investment  of 
$30,000.00. 

b.  20,000  such  fleets  in  the  country. 

(1)     All  need  one  or  more  men  in  charge. 

c.  Fleet  of  ten  five-ton  trucks  involves  an  investment  of 
$120,000.00. 

d.  1,000  fleet  managers  per  year  needed  of  which  at  least 
50  to  100  should  be  technically  trained. 

4.  Salaries. 

a.  Up    to    $6,000.00    at    present    with    highway    transport 
having  practically  developed  since  the  war.     (10) 

b.  Future  advancement  certain  to  be  large. 

IV.     THE  FUTURE  OF  HIGHWAY  TRANSPORT. 

A.  Increasing  mileage  of  good  roads  will  bring  greater  use  of  the 
motor  vehicle. 

1.  More  extensive  use  by  farmers. 

2.  More  rural  motor  express  lines. 

3.  Rural  post  trucks  used  by  Post  Office  Department. 

4.  Use  by  railroads  to  replace  non-paying  branch  lines. 

B.  Short  haul  L.  C.  L.  freight  will  probably  be  hauled  by  motor. 

1.      Growing  realization  of  the  economies  that  can  be  effected. 

C.  Development   of   separate   high    speed    and   heavy   traffic   roads 
between  congested  centers. 

1.      Revival  of  toll  roads.     (10) 

D.  Elimination  of  street  congestion. 

1.  Private   rights  of  way. 

2.  Improved  terminal  facilities. 

3.  Heavy  and  light  traffic  streets. 


15 


E.  More  economical  operation.  j 

1.  Improved  routing,  dispatching,  and  shipping  room  methods.  ' 

2.  Growing  appreciation  of  the  importance  of  dehvery  costs. 

3.  More  use  of  loading  and  unloading  devices.  ' 

4.  Development  of  special  bodies  and  special  equipment.  1 

F.  Increased  use  of  motor  bus  in  passenger  transportation.  j 

G.  Increased  understanding  of  the  importance  of  motor  traasport.  \ 

REFERENCES 

I 
MOST  IMPORTANT 

1.  "Text  book  on  Highway  Engineering,"  Blanchard  &  Drowne,  Chap.  I.  j 

2.  "Elements  of  Transportation,"  Emery  R.  Johnson,  Chap.  II.  j 

4.  "Elements  of  Transportation,"  Emery  R.  Johnson,  Chap.  36.  •  | 

SUPPLEMENTAL 

I 

3.  "Motor  Truck  Transportation,"  F.  Van  Z.  Lane.     Preface.  ] 

5.  "The   Motor  Truck's    Importance   on   the   Battle   Front  of   France," 

Gen.  Robert  Lee  Bullard,  N.  A.  C.  C.  I 

6.  "The  Economics  of  Highway  Transport,"  Roy  D.  Chapin,  N.  A.  C.  C.  ^ 

7.  "Similarity    of    Military    and    Commercial    Motor    Transportation,"  j 

Colonel  B.  Taylor,  N.  A.  C.  C.  \ 

8.  "Education    for    Highway    Engineering    and    Highway    Transport," 

Bulletin   No.  42,    1920.     Department  of   the  Interior,   Bureau   of 
Education. 

9.  "Public  Roads,"  December,  1921. 
10.     "Colliers'  Weekly."  January  28,  1922. 


16 


INTERRELATIONSHIP  OF  HIGHWAY,  RAILWAY 
AND  WATERWAY  TRANSPORTATION 

I.  ALL  FORMS  OF  SERVICE. 

A.  Transportation  a  service  of  a  public  nature. 

1.  Unified  system  necessary.     (34) 

a.  Error  in  past  has  been  in  concentration  on  one  form 
for  a  time. 

(1)  One    unit    cannot    profitably    be    favored    above 
others. 

(2)  Danger     of     overestimating     value     of     highway 
transportation.     (33) 

b.  Compare  with  factory. 

(1)  Large  machines  for  some  processes. 

(2)  Small  machines  for  other  processes. 

2.  Rehabilitation    of    tranportation    the    pressing    problem    of 
country. 

a.  Waterways  fallen  into  comparative  disuse. 

b.  Very  few  railroad  stocks  above  par. 

(1)     Freight  cars  carry  only  half  of  their  capacity. 

c.  Electric  systems  largely  in  hands  of  receivers. 

d.  Motor  transportation  retarded  by  lack  of  road  devel- 
opment. 

(1)  Burden  of  taxation. 

(2)  Adverse  legislation. 

B.  Comparative  Tonnage  and  Mileage.     (1) 

a.  Railroads    2.504,000,000  tons  in  191&—  259,000  miles 

b.  Highways  1,200,000,000  tons  in  1918—2,753,333  miles 

c.  Great  Lakes  and  Mississippi  90,000,000  tons  in   1918— 
15,000  miles  of  waterways. 

C.  Government  Subsidization. 

a.  Railroads — Land  grants  to  early  railroads. 

b.  Waterways — Continual    large    governmental   appropria- 
tions. 

c.  Highways — Entire  cost  of  road  should  not  be  charged 
against  transport. 

D.  Comprehensive  plan  needs.     (35) 

II.  THE  ELECTRIC  RAILWAY. 

A.     Passenger  service. 
1.      Public  Attitude. 

a.  Use  of  trolley  increasing  in  spite  of  handicaps.     (2) 
(1)     Should  not  be  subjected  to  unregulated  competi- 
tion.    (3) 

b.  Public   anxious   to   use   motor   bus    even   at   increased 
fare.      (2) 

(1)     London  Omnibus  Company.     (2)    (4) 

17 


(2)  Fifth  Avenue  Coach  Company.     (2) 

(3)  Newark,  N.  J.,  jitney  bus.     (2) 

c.      Public    generally    antagonistic    to    street    railway    com- 
panies. 

(1)     Motor  bus  as  an  aid  to  regaining  good  will, 
(a)     A  help  in  meeting  peak  loads. 

2.  Electric  railway  must  be  a  monopoly  to  survive. 

a.  Competing  systems  should  be  subject  to  the  same  taxes 
and  schedule  requirements.     (46) 

b.  Regulations  must  be  regulative,  not  punitive. 

c.  Competitors'   responsibility    for   accidents  must   be   en- 
forced. 

3.  Relative  costs.     (2)     (26) 

a.  England. 

b.  Fifth  Avenue  Coach  Company.     (2)     (5) 

c.  Chicago  Motor  Bus  Company.     (2) 

d.  Fay  Motor  Bus  Company.     (2) 

e.  Operating  costs  nearly  all  higher  for  busses  than  for 
trolleys.     (43) 

f.  Small  capital  charge  the  main  economy  for  tlie  bus. 

g.  Comparative  example.     (2) 

4.  Duplicate  transportation  facilities  not  desirable.     (2) 

a.  Independent    bus    lines    may    be    used    where    trolley 
service  is  not  available. 

(1)     Strict    regulation    as    to    schedule,    responsibility, 
etc. 

b.  Bus  lines  operated  by  trolley  companies  in  conjunction 
with  trolley  service.     (2)     (6) 

(1)  Saves  unprofitable  extensions.     (7) 

(2)  Available  for  emergency  service. 

(3)  Assists  in  meeting  peak  loads. 

(4)  Direct     service    avoiding    transfer     during    rush 
hours. 

c.  Municipal  ownership.     (2) 

Freight  Service. 

1.  Present  conditions.     (2) 

a.  Amount   of    freight   transported   small   compared   with 
other  agencies. 

b.  Cannot  usually  compete  with  railroads   for  long  haul. 

c.  Cannot  usually  compete  with  trucks  for  short  L.  C.  L. 
haul.     (41) 

(1)  Trucks  furnish  door  to  door  service. 

(2)  Trucks  eliminate  terminal  delays. 

2.  Field  of  the  trolley. 

a.  For  customers  directly  along  its  line. 

b.  Use  of  trucks  as  feeders  very  limited. 

(1)     Economy  of  operation  offset  by  unloading  costs. 


18 


in.     THE  RAILWAY. 

A.  Passenger  service. 

1.  Long  haul. 

a.      Bus  service  feasible  only  in  absence  of  rail  service. 
(1)     Long  distance  motor  coaching. 

1.  England.     (8) 

2.  United  States.     (9)     (39) 

2.  Short  haul. 

a.  Commuter    service   will    continue    to    be    furnished    by 
railroads. 

(1)     Railw^ay  right  of  way  avoids  city  congestion. 

b.  Flanged  wheel  equipment.     (10) 

c.  Flanged  wheels  in  addition  to  regular  wheels. 

B.  Freight  service. 
L     Long  haul. 

a.  Truck  cannot  compete  in  operating  cost  with  railway. 
(1)     Ratio  of  labor  required  to  tonnage.     (1) 

b.  Trucks    useful    for  very   valuable   cargoes,    in   case   of 
emergency,  or  absence  of  rail  service.     (47) 

c.  Speed  vs.  cost.     (44) 

2.     Short  haul.     (11)     (30)    (32)    (48) 

a.  Terminal  charge  a  large  part  of  railroad  rates.     (12) 
(13)    (31)    (49) 

b.  Cartage  charges  must  be  included  in  cost  to  consumer. 

c.  Motor  truck  shipment  usually  includes  (a)  and  (b). 

d.  Length  of  haul  must  be  such  as  to  render 
transportation  cost  +  terminal  charges  -f  cartage 

number  of  miles 
less  than  motor  truck  transportation  costs  per  mile 

(1)  Necessity  for  return  loads. 

(2)  Motor  truck  costs  should  include  road  costs.  (45) 

(3)  Much  data  needed. 

(a)     Effect  of  weather,  grades,  tractive  resistance. 

(4)  Profitable  radius  of  truck  operation  dependent  on 
this  data.     From  50-150  miles.     (22) 

e.  Short  haul  unprofitable  to  railway  companies.  (12)   (1) 

f.  Short   haul  L.   C.   L.   freight  ties   up   freight   terminals. 
(28)     (29) 

(1)  Use  of  motor  truck  for  short  haul  would  increase 
car  mileage.     (12) 

(2)  Short  haul  cars  spend  9/10  of  time  loading. 

(3)  Cincinnati  plan.     (14)  (15)   (23) 

(4)  Unit  containers.     (16)    (17) 

g.  Cars  not  used  to  capacity  in  L.  C.  L.  service.     (I) 

(1)     Compare  cost  of  freight  car  and  number  of  trucks 
sufficient  to  carry  average  L.  C.  L.  shipment. 


19 


h.      Comparative  costs.     (18)    (19)    (20)    (25)    (27)  j 

(1)  Trucking  costs  must  include  liability  for  loss.  ] 

(2)  Trucking  companies  must  have  responsibility  for 
expedition.  j 

i.       Short  lines  vs.  motor  trucks.     (1)   (38)  I 

3.     Correlation  of  facilities.  ' 

a.  Trucks    extend    zone    contributing    to    railroads.      (1) 

(40)    (42)  i 

b.  Highway  routes  operated  by  railroad  companies.  ] 

c.  Uniform  bill  of  lading  necessary  for  proper  correlation.  \ 

d.  Combination  of  delivery  agencies.  ] 

(1)     Store  door  delivery.     (24)  ! 

J 

IV.    WATERWAYS.  ! 

I 

A.  Extent.     (21)  I 

1.  Present.  j 

a.  Great  Lakes. 

b.  Rivers. 

c.  Barge  canals. 

2.  Increasing  future  on  account  of  increase  in  stream  regu-  , 
lation,  irrigation  and  flood  control  projects.                                                  j 

B.  Passenger  traffic. 
1.     A  minor  factor  on  account  of  speed. 

C.  Freight  traffic. 

1.  Bulk  products  not  demanding  speed,  transported  cheaply. 

2.  hovf  capital  charges. 

3.  Need  for  more  efficient  organization  and  management. 

D.  Future  outlook. 

1.  Deepening  of  Hudson  River, 
a.      Great  Lakes  made  seaports. 

2.  Mississippi  River  improvements. 

3.  Lake  Erie  and  Ohio  Canal,  etc. 

REFERENCES 

MOST  IMPORTANT 

1.  "Highway    Transportation,"    George    M.    Graham.      Proceedings    of 

eighth  annual  meeting  of  the  Chamber  of  Commerce  of  the  United 
States.    U.  S.  C.  of  C. 

2.  "The  Motor  Vehicle — Competitor  or  Ally?"  George  AI.  Graham.    Ad- 

dress delivered  at  the  convention  of  the  American  Electric  Rail- 
ways Association,  October  14,  1920,    N.  A.  C.  C. 
5.     "Motor    Bus    Transportation,"   G.    A.    Green.      Presented    at    annual 

meeting  of  S.  A.  E.,  June  22-25,  1920.     S.  A.  E. 
11.     "Federal  Aid  Highways,"   Thomas  H."  MacDonald.     Proceedings  of 
eighth    annual    meeting    of    the    Chamber    of    Commerce    of    the 
United  States    U.  S.  C.  of  C. 


20 


12.  Report  of  Prof.  Henry  E.  Riggs,  Chairman  of  Committee  on  Inter- 

relationship of  Highway,  Railway,  and  Waterway  Transport, 
National  Traffic  Association  at  Chicago.  January  29,  1920.  N. 
A.  C.  C. 

13.  "Benefits  of  War  Experience,"  Windsor  T.  White.     Proceedings  of 

eighth  annual  meeting  of  the  Chamber  of  Commerce  of  the  United 
States.    U.  S.  C.  of  C. 

16.  "Motor  Truck  Transportation,"  F.  Van  Z.  Lane,  page  59. 

20.  "Motor  Truck  and  Railroad  Freighting,"  W.  J.  L.  Banham.     N.  A. 

C.C. 

22.  Discussion  of  Professor  Riggs'  Report  at  National  Traffic  Associa- 

tion at  Chicago,  January  29,  1920.    N.  A.  C.  C. 

SUPPLEMENTAL 

3.  "Power  Wagon,"  October,        1921,  p.  13. 

4.  "Power  Wagon,"  December,     1921,  p.  39. 

6.  "Power  Wagon,"  December,  1921,  p.  17. 

7.  "Power  Wagon,"  November,  1921,  p.  21. 

8.  "Power  Wagon,"  December,  1921,  p.  13. 

9.  "Power  Wagon,"  December,  1921,  p.  31. 

10.     "Municipal  and  County  Engineering,"  December,  1921,  p.  10. 

14.  "Power  Wagon,"  July,  1921,  p.  15. 

15.  "Distribution  and  Warehousing,"  April,  1921. 

17.  "Power  Wagon,"  July,  1921,  p.   15. 

18.  "Power  W^agon,"  March,  1921,  p.  21.     Motor  Truck  Transportation, 

F.  W.  Davis.  ^ 

19.  "Power  Wagon,"  December,  1921,  p.  22. 

21.  "Elements  of  Transportation,"  Emery  R.  Johnson. 

23.  Monthly  Bulletin,  American  Association  of  Port  Authorities,  May  1, 

1920,  p.  58. 

24.  "Store  Door  Delivery,"  A.  E.  Beck,  Traffic  Manager,  M.  &  M.  Assoc, 

Baltimore,  Transportation  Committee  of  Federal  Highway  Coun- 
cil, New  York,  December  10,  1920. 

25.  "Auto  Truck  Line  Competes  With  Two  Railroads,"     Eng.  Record, 

Vol.  74,  p.  100. 

26.  "Commercial  Motor  Vehicles  for  Railway  and  Industrial  Purposes," 

G.  M.  Gamble.    Ry.  Gaz.,  Vol.  25,  pp.  513-6,  569-72. 

27.  "Why   We    Use    Motor   Trucks    Instead   of    Freight    Cars,"    W.    C. 

Blades.    Factory,  Vol.  19,  p.  536. 

28.  "Place  of  Motor  Truck  as  Typical  User  Sees  It,"  A.  W.  Douglas. 

Factory,  Vol.  19,  pp.  898-9. 

29.  "Industries'  Use  of  Highways  and  Motor  Trucks  to  Relieve  Freight 

Congestion."     Eng.-News,  Vol.  79,  pp.  1032-3,  1048-9. 

30.  "Car  Shortage  and  Its  Relation  to  Highway  Work,"  C.  M.  Upham. 

Eng.  News,  V.  79,  pp.  1099-1100. 

31.  "When    Ship   Freight  by   Motor  Truck  and   When   by  Rail,"   C.   C. 

Williams.     Eng.  News,  V.  78,  pp.  315-6,  660-1. 

32.  "Motor    Truck   Traffic    and    Highway    Construction,"    H.    E.    Breed. 

Eng.  &  Contr.,  V.  49,  no.  18,  sup.  p.  36. 


21 


33.  "Freight  Movement  by  Motor  Trucks  from  Viewpoint  of  Carrier  and 

Public,"  H.  E.  Yound.     Western  Soc.  of  Engineers'  Jnl.,  V.  26, 
pp.  204-9. 

34.  "Motor   Truck   Transportation,"   F.   W    Davis.      Eng.    News,   V.   85, 

pp.  1194-5. 
33.     "Traffic  and  Transportation,"  A.   H.   Blanchard.     Can.   Eng.,  V.   40, 
pp.  129-31 

36.  "Automotive    Obligations    Toward    Highway    Development,"    H.    W. 

Alden,  S.  A.  E.  Jul..  V.  6,  pp.  161-2,  pp.  426-32. 

37.  "War's  Development  of  Motor  Transportation,"  W.  T.  White.  Good 

Roads,  n.  s.,  V.  19,  pp.  291-2. 

38.  "Railroad  Officials  Recognize  Truck  as  Transportation  Ally."     Auto- 
mot.  Ind.,  V.  43,  pp.  1201-3. 

39.  Engng.  News.  V.  84,  pp.  568-71. 

40.  "Motor  Truck  Lines  Successfully  Operated  by  Interurbans."     Elec. 

Traction,  V.  16,  pp.  157-60. 

41.  "Freight   and    Motor    Truck    Competition    Report."     Elec.    Ry.    Jnl., 

V.  56,  pp.  125-6. 

42.  "Development    of    Public    Motor    Truck    Transport    in    Germany." 

Automotive  Ind.,  V.  43,  pp.  1251-4. 

43.  "Motor  Busses  or  Trackless  Trolleys."     Gen.  Elec.  Rev.,  V.  23,  pp. 

331-4. 

44.  "Highway :   Its  Relation  to  Transportation."  S.  M.  Williams.     Good 

Roads,  n.    s.,   V.    15,   pp.   95-6.     Eng.   &   Contr.,   V.    49,   No.    10, 
sup.  35. 

45.  "Discussion  Has  Failed  to  Reach  Bottom  of  Highway-Truck  Prob- 

lem," W.  E.  Weller,  Engng.  News,  V.  82,  pp.  107-8. 

46.  "Motor  Truck  Competition,"  W.  J.  Whiteside.     Elec.  Ry.  Jnl.,  V.  54, 

pp.  981-2. 

47.  "Freight   Haulage  by  Fleets   of   Motor  Trucks."     Engng.   &  Contr., 

V.  49,  sup.  No.  1,  p.  30. 

48.  "MotOir   Trucks    and    Highway    Transportation,"    M.    B.    Greenough. 

Engng.  &  Contr.,  V.  49,  pp.  157-8. 
49     "Relative  Economv  by  Truck  and  Railway,"  C.  W.  Baker.     Engng. 
News,  V.  83,  pp.  52-67. 


22 


TRAFFIC  ENGINEERING  AND  CITY  PLANNING 

I.     INTERRELATIONSHIP      OF      TRANSPORTATION      AND 
CITY  PLANNING.     (1) 

A.  Transportation  a  vital  factor  in  city  growth.     (5) 

1.  Life  of  community  tends  to  crystallize  in  centers.     (3) 

a.  Wholesale  and  retail  district. 

b.  Amusement  and  educational  centers.     (5) 

c.  Park  and  playground  areas.     (5) 
(a)     Park  units  should  be  connected. 

d.  Warehouse  and  factory  districts. 

e.  Freight  and  passenger  terminals. 

f.  Residence  communities. 

g.  EflFect  of  over  segregation. 

(a)     Theaters  and  needle  trades  of  New  York  City. 

2.  Zoning  laws. 

3.  Intercommunication  between  centers.     (3)     (5) 

a.  Rectangular  system. 

b.  Diagonal  system. 

c.  Radials  and  circuits. 

d.  Topography  and  contour  plan. 

4.  Ideal  transportation  system  must  provide.     (1) 

a.  Easiest  means  of  reaching  each  center. 

b.  Easiest  means  of  passing  through  each  center. 

c.  Easiest  means  of  avoiding  a  center  entirely  by  a  by-pass 
route. 

B.  Expediency  often  overweighs  careful  planning.     (1) 

1.  Pittsburgh  "Hump  Removal"  of  only  14  feet. 

2.  San  Francisco  rebuilt  without  betterment  of  its  street  plan. 

3.  New  York  with  three  pieces  of  subway  on  Broadway. 

4.  Cleveland  permitting  disruption  of  "Mall  Plan." 

C.  Economies  in  planning. 

1.      Non  conformable  construction  eliminated. 

D.  Problems   of   Transportation   in   cities   must  be  considered  to- 
gether. 

1.  Electric  railways,  waterways,  and  railroads. 

2.  Trucking.     (4) 

a.      Classes : 

(1)  Truck  livery. 

(2)  Pick-up  and  delivery. 

(3)  Trucking  express. 

(4)  Freight  transfer. 

3.  Terminal  warehouse,  and  dock  congestion.     (4) 

a.  Losses  through  excessive  haul. 

b.  Store-door  delivery. 

(1)  Unit  containers.     (Sec  Interrelationship.) 

(2)  Demountable     bodies.       (See     Dispatching     and 
Routing.) 

23 


c.  Improvements  in  design. 

d.  Improved  warehouse  location. 

4.  Rush  hour  traffic  congestion  and  freight  movement. 

5.  Merchant  and  package  transport. 
E.     An  engineering  problem. 

1.      Engineers  logical  men  to  solve  these  questions. 

II.  HISTORICAL.     (1)   (5) 

A.  Omnibus. 

B.  Horse  Car. 

C.  Cable  Car. 

D.  Electric  Railway. 

E.  Monorail. 

F.  Elevated  Railway. 

G.  Pneumatic  Tubes. 
H.  Electric   Subway. 

I.     Motor  Vehicle  and  Trackless  Trolley. 

III.  STREET  TRAFFIC  PROBLEMS 

A.  Increasing  traffic  capacity. 

1.  Removal  of  street  car  lines. 

a.     Effect  of  car  tracks  on  traffic  capacity.     (2) 

2.  Widening  of  streets. 

3.  Movmg  sidewalks  i.^.to  arcaded  wa\s  under  buildings 

4.  Moving  sidev/alk.5. 

5.  Elevating  sidewalks. 

6.  Prohibition  of  parking. 

a.  Municipal  garages. 

b.  Methods  of  enforcement. 

7.  Control  of  front  door  delivery  in  congested  districts, 
a.      Special  hours  for  delivery. 

8.  Two  level  and  three  level  streets. 

9.  Parallel  thoroughfares  for  heavy  and  light  traffic. 

a.  Elimination    of    grade    crossing    of    heavy    and    light 
traffic  roads. 

b.  Shall  the  cost  be  borne  out  of  public  funds  or  by  addi- 
tional taxation  of  motor  vehicles? 

10.  One  way  traffic. 

11.  Freight  trucking  vs.  trap  cars. 

B.  Legal  and  financial  procedure.     (5) 

1.  Distribution  of  cost  burden  of  improvements. 

a.  City  as  a  whole — to  extent  of  its  interest. 

b.  General  area  directly  benefited. 

c.  Area  immediately  adjacent. 

2.  Excess  condemnation 

a.     To     facilitate     rearrangement     of     adjacent    property 
lines. 

3.  Metropolitan  districts. 

4.  Bond  issues  for  public  improvements. 
a.     Pay  as  you  go  policy  desirable. 

24 


5.  Taxation. 

6.  Frontnge  consent  amendment. 

7.  Consolidation  of  condemnation  suits. 

8.  Regulation  of  tramp  carriers  or  jitneys. 

IV.     STREET  RAILWAY  PROBLEMS.     (1) 

A.  Fare  zone  and  zone  service. 

1.  Fare  zones  tend  to  cause  concentration  of  population. 

2.  Zone  service  meets  opposition  from  outlying  residents. 

B.  Through  routes. 

1.  Relieves  terminal  congestion. 

2.  Speeds  up  line  operation. 

C.  Rush  hour  congestion. 

D.  Merchant  transport. 

REFERENCES 

MOST  IMPORTANT 

1.  ."City    Building   and   Transportation,"   J.    Rowland    Bibbins.     Paper 

presented  May  12,  1920,  to  the  A.  I.  E.  E.  jointly  with  the 
W.  S.  E.  printed  by  Western  Society  of  Engineers,  Vol.  XXV, 
No.  12,  August  20,  1920. 

2.  "Eflfect  of  Car  Tracks  on  Traffic  Capacity  of  Roadways,"  George  W. 

Tillson.  Paper  before  National  Traffic  Association,  Chicago, 
January  29,  1920.    N.  A.  C.  C. 

5.  "The  Planning  of  the  Modern  City,"  Nelson  P.  Lewis. 

SUPPLEMENTAL 

3.  "Municipal   Engineering   Practice,"   A.    P.    Folwell.     John   Wiley   & 

Sons. 

4.  "Joint  Report  of  the  New  York,  New  Jersey  Port  and  Harbor  D.- 

velopment  Commission."    Chap.  17,  Part  II. 

6.  Address  by  Earnest  P.  Goodrich  before  National  City  Planning  Coi- 

ference,  Cincinnati,  1919. 


25 


HIGHWAY  TRANSPORT  SURVEYS 

I.    TRAFFIC  CENSUS. 

J 

A.  Historical.     (1) 

B.  Purpose.     (2)  ; 

1.  Eronomic  evaHati^n  of  the  higliAray.  ] 

a.  Amount  and  c'laracter  of  traffic  ovei  entue  .'ystem.  | 
(1)     Example  Maryland-Connecticut.  I 

b.  Traffic  over  auxiliary  roads.  J 

c.  Nature  of  product  transported.  j 

2.  Daily  and  seasonal  varialior.  of  the  trafPc.  •  ] 

3.  Pioper  design  oi  h'gl  way. 

a.  ivumLcr,  type  and  direclion  of  vel  icles  dur  ng  given                      | 
periods  of  day. 

(1)     Two,  three,  or  four  track  hi/hway.  I 

b.  Tonnage  per  vehicle.  j 
(1)     Type  and  thickness  of  pavement.  | 

4.  Allocation  of  construction  and  maintenance  funds.  \ 

a.  Maintenance  cost  per  unit  of  traffic. 

b.  Wear  on  different  hig^^ways  of  similar  construction.  i 

5.  To  assist  in  obtaining  cost  of  operating  traffic  over  high- 
ways. 

a.  Total  number  of  each  type  of  vehicle. 

b.  Total  tonnage.  I 

6.  To  furnish  data  for  formulation  of  traffic  regulations.  '] 

a.  Relative  frequency  of  heavy  and  light  loads.  j 

b.  Passenger  and  freight  vehicles.  \ 

c.  Horse  drawn  and  motor  driven  vehicles.  j 

C.  Method.  ,i 

1.  Location  of  traffic  stations.  I 

2.  Frequency  and  duration  of  counts.  ^ 

a.  When  system  is  improved.  j 

(1)  Census  at  regular  intervals  throughout  year.  i 

(2)  Seasonal,  weekly  and  hourly  variations. 

(3)  Night  traffic.  s 

b.  When  system  is  not  generally  improved.     (8) 

(1)  Two   weeks   summer  and    fall    seven   consecutive  j 
days.  : 

(2)  Consecutive   days  of  week  separated  by  7  to  15                       j 
days.  J 

(3)  Four  periods  three  daj's  each.  I 

(4)  Use  of  traffic  factor.     (11)  ] 

3.  Classification.  '■ 
a.     Type  of  vehicle. 

(1)  Tonnage — gross  and  net.  | 

(2)  Number  and  frequency  of  heavier  units.  j 

(3)  Reduction  factors.     (11)  I 

26 


b.      Destination. 

(1)  Farm  to  town. 

(2)  Inter-town. 

(3)  Through  or  tourist. 
4.     Tally  sheet. 

a.  Simplicity. 

b.  Must  state  any  unusual  conditions. 

c.  Examples. 

(1)  Maryland.     (2) 

(2)  California.     (3) 

(3)  Michigan. 

J.      Field  Weighings.     (11) 

a.  Loadometer. 

b.  Actual  weights  to  check  estimated  weights. 

c.  Speed  and  weight  regulating  stations. 
(1)     Automatic  stations. 

D.    Use  (Of  most  value  when  system  is  improved). 

1.  Traffic  profile.     (4) 

a.  Comparison  of  number  of  vehicles  per  unit  with  main- 
tenance per  unit. 

b.  Comparison    of    tonnage    of    different    vehicles    with 
maintenance. 

c.  Comparison   of   number  of   vehicles  and  condition  of 
road. 

d.  Comparison  of  condition  of  road  and  tonnage. 

e.  Comparison  of  eflfect  of  traffic  and  type  of  surface. 

f.  Comparison  of  type  of  subgrade  and  eflfect  of  traffic. 

g.  Direction  of  traffic. 

2.  Traffic  map.     (9)     (12) 

a.     Shows  zone  of  operation  of  various  sized  units. 

(1)     Permits  building  road  to  suit  transportation  units. 

3.  Relation  of  volume  of  travel  to  condition  of  constructed 
road. 

a.  70%,  of  total  traffic  uses  state  highway  system — 9%  of 
total  roads.     (5) 

b.  10%  of  highways  carry  75.%,  of  load. 

4.  Determination  of  width  and  capacity  of  roadway.     (7) 
a.     Traffic  discharge  of  highway. 

(1)  Vehicles  per  hour. 

(2)  Ton-miles  per  year. 

5.  Peak  loads  on  the  highway. 

a.  Graphical  presentation. 

(1)  Rectangular  co-ordinates.     (6) 

(2)  Polar  co-ordinates.     (7) 

b.  Scheduling  of  traflfic  to  secure  more  even  distribution. 

(1)  Increased  capacity  of  highway. 

(2)  Increased  speed  of  operation. 


27 


II.  ECONOMIC    SURVEY    (of    particular   value   with   unimproved 

roads). 

A,  Analysis  of  transportation  needs  of  industries — urban  and  rural. 

(10) 

1.  Commodity  to  be  hauled. 

a.      Indicates  suitable  vehicle  types. 

(1)  Maximum  vehicular  weight, 
(a)     Strength  of  surfaces. 

(2)  Speed. 

(3)  Length  of  haul. 

2.  Volume  of  traffic. 

a.  Effects  width  of  road,  and  attrition  of  surface. 

b.  Possible  fatigue  of  road  if  maximum  load  is  applied 
frequently. 

B.  Central  sources  of  traffic.     (10) 

1.  Character  of  towns  and  cities. 
a.     Distance  between  them. 

2.  Population. 

3.  Climate. 

4.  Distribution  of  wealth. 

5.  Buying  habits. 

6.  Other  forms  of  transportation — steam,  electric,  water 

a.  Relation  of  location  of  roads. 

b.  Economic  haul. 

7.  Condition  of  existing  roads. 

a.      Effect  of  improvement  of  roads  in  increasing  number 
of  vehicles. 

III.  VEHICLE  REGISTRATION. 

A.  Vehicles  registered  in  vicinity  will  immediately  use  roads. 

1.  Weight  and  type. 

2.  Kind  of  tires. 

B.  Increase  in  registration  in  similar  district  with  road  improve- 
ment. 

L     Graphical  presentation  of  statistics. 

IV.  INTANGIBLES. 

A.  The  passenger  vehicle. 

B.  Social  value. 

C.  Educational  value. 

PROBLEMS 

1.  Plot  using  polar  co-ordinates  assigned  traffic  census  data 
showing  distribution  of  traffic  by  hours  of  day,  or  day  of 
week. 

2.  Plot  the  traffic  profile  of  a  given  road. 


28 


REFERENCES 

MOST  IMPORTANT 

1.  "The  Traffic  Census,"  A.  N.  Johnson.    Public  Roads,  December,  1920, 

Appendix. 

2.  "The  Traffic  Census,"  A.  N.  Johnson.    Public  Roads,  December,  1920 

p.  16. 

3.  "A    Study  of  the   California   Highway   System."     U.   S.   Bureau  of 

Public  Roads,  pp.  196,  197. 

4.  "A    Study   of   the   California   Highway    System."     U,    S.   Bureau   of 

Public  Roads,  pp.  200-209, 

5.  "A    Study   of   the   California   Highway    System,"   U.    S.    Bureau   of 

Public  Roads,  p.  124. 

6.  "A   Study  of   the  California   Highway  System."     U.   S.   Bureau  of 

Public  Roads,  pp.   136-138. 

7.  "Traffic  Census  and  Its  Use  in  Deciding  Road  Width,"  A.  N.  John- 

son.    Public  Roads,  July,  1921,  p.  7. 

SUPPLEMENTAL 

8.  "Textbook    of     Highway    Engineering,"     Blanchord     and     Drowne. 

Chap.  II. 

9.  Maryland  State  Highway  Commission,  J.  N.  Mackal,  Chairman. 
^     "Transportation   for  Fulton    County,   Pennsylvania,"   Fred  B.   Weed 

,1      ,n>  ^"^  -^°^"  ^-  ^^^^''thy,  Engineers  for  Packard  Motor  Company. 

11.  Traffic  on  Iowa  Highways,"  T.  R.  Agg.     Bulletin  56,  Engineering 

Experiment  Station,  Iowa  State  College. 

12.  "Fifteenth    Annual    Report    County    Road    Commissioners,    Wayne 

County,     Michigan,"     Edward     N.     Hines,     Chairman,     Detroit, 
Michigan. 


10. 


29 


ECONOMICS  OF  LOCATION 


I.     GENERAL  CONSIDERATIONS.     (1) 

A.     Principle.    The  road  must  be  located  so  that  the  maximum  of 
transportation  can  be  furnished  at  the  least  cost. 

1.  Cost  of  road  and  cost  of  vehicle  operation  not  paid  by  one 
company  as  in  case  of  railroads. 

2.  Transportation  furnished  must  be  cheapest  possible  to  the 
consumer  instead  of  furnishing  greatest  profit  to  the  rail- 
way company. 

a.  Increased  distance  does  not  increase  the  revenue  as  in. 
the  case  of  the  railway  cornpany. 

b.  Any  feature  of  location  effecting  the  final  volume  of 
traffic  must  be  considered. 

3.  Length  of  road. 

a.  Deviation  may  cause  greater  volume  of  traffic. 

(1)     Road    should    pass    close    to    sources    of    traffic 
(towns,  etc.). 

(a)  Possibility  of  high  speed  through  roads 
avoiding  towns,  and  parallel  low  speed  heavy 
traffic  roads  passing  through  towns. 

b.  Cost  of  road  construction  per  ton-mile  of  traffic  least 
with  maximum  of  traffic. 

c.  Deviation  of  main  road  usually  more  costly  to  trans- 
portation, all  factors  considered,  than  use  of  short 
branch  roads. 

(1)     Relative  volume  of  through  and  way  traffic 

4.  Road  must  be  so  located  as  to  stimulate  traffic. 

a.  Only  a  small  part  of  traffic  is  strictly  necessary  for 
existence. 

b.  Burden  of  the  cost  of  the  road  to  the  community  goes 
on  whether  road  is  used  to  maximum  or  not. 

5.  An  error  in  location  is  as  a  rule  not  capable  of  remedy. 

6.  The  cost  of  the  road  is  small  in  relation  to  the  cost  of 
operation  of  traffic. 

a.  It  requires  a  marked  engineering  disadvantage  in  lo- 
cation to  overbalance  a  saving  in  the  cost  of  operation 
of  vehicles  or  an  increase  in  the  volume  of  traffic. 

IL     MINOR  DETAILS  OF  ALIGNMENT. 

A.     Importance.     (2) 

1.  A  short  straight  line  with  few  curves  or  grades  not  nec- 
essarily best. 

2.  Items  in  cost  of  operation  effected  are  the  smallest  ones. 

a.  Additional  cost  of  running  few  more  miles  small, 

b.  Effect  of  curvature  on  operating  expense  small. 

30 


c.  Effect  of  rise  and  fall  on  cost  of  operation  small. 

d.  Depreciation,  driver,  license,  insurance,  taxes,  garage, 
interest,  supervision,  lost  time  (60%,  of  cost  of  opera- 
tion)   not  effected. 

e.  Gasoline,  lubricants,  tires,  repairs,  etc.  (407^  of  cost 
of  operation),  effected  only  slightly. 

f.  Maintenance  of  road,  first  cost,  interest,  sinking  fund, 
etc.,  effected  only  slightly. 

3.  Only  a  small  difference  in  minor  details  of  alignment  pos- 
sible  for  a  given   road. 

4.  Sacrifice  of  good  ruling  gradients  and  reaching  more  sources 
of  traffic  not  warranted  to  get  "short  straight  and  level 
line." 

a.      Section    line   roads    quite    often    not    engineering   loca- 
tions. 
B.     Distance — Principle — Any  deviation   that  will   increase  the  av- 
erage number  of  tons  per  mile  of  road  is  desirable  as  a  matter 
of  public  policy.     (3) 
1       Small  changes  in  distance — up  to  2  miles. 

a.  Effect  of  distance  more  important  in  highway  trans- 
port, than  in  connection  with  railway  operation,  for  it 
effects  the  cost  of  operation  without  any  compensating 
return  in  increased  revenue. 

b.  Effect  on  operating  expenses  (hypothetical  example). 
(1)     The  cost  of  operating  an  additional  mile  not  the 

same  as  the  average  cost. 

(a)  The  annual  cost  of  the  road  varies  directly 
as  the  distance.  This  is  not  more  than  8% 
of  the  cost  of  operation  of  traffic  per  ton 
mile. 

1.     Dependent  on  volume  of  traffic. 

(b)  Possible  60%  of  the  gasoline  and  oil  cost 
varies  directly  as  the  distance. 

1.     Loss     in     starting,     stopping,     braking, 
idling,  warming  up,  etc. 

(c)  Not  more  than  60%  of  tire  cost  varies  di- 
rectly as  the  distance. 

(d)  Not  more  than  50%,  of  cost  of  repairs 
varies  directly  as  the  distance. 

1.  Time  and  age  of  unit. 

2.  Starting  and  stopping. 

3.  Curvature  and  grades. 

4.  Over-loading  and  over-speeding. 

5.  Effect  of  distance. 

(e)  Summary  based  on  1,000  tons  per  day,  300 
days  per  year.  Road  costing  $35,000  per 
mile.  Annual  cost  $6,000.  Passenger  ve- 
hicles not  considered. 


31 


*Cost 
Item  of  operation 

Road    2.00<f: 

Gasoline    _ 3.70 

Oil  0.40 

Tires    4.30 

Repairs    „ 2.00 

Depreciation  3.50 

Chauffeur    4.30 

License,  Insurance,  Tax, 

etc 0.90 

Garage   1.30 

Interest    0.55 

Supervision 2.24 

Lost  time    3.26 


%  of  total 

%. of  cost 

%  effected 

effected 

of  operation 

by  distance 

by  distance 

7.0 

100.0 

7.0 

14.4 

60.0 

8.6 

15.1 

60.0 

9.1 

7. 

50.0 

3.5 

56.5 


00.0 


0.0 


Total. 


28.45 


100.0 


28.2% 
of  cost  of  operation 
varies  with  distance 


*Cost  figures  are  average  figures  for  a  2-ton  truck. 

2.  Medium  changes  in  distance — two  miles  to  fifteen  miles. 

a.      Effect  on  operating  expenses   (using  same  hypothetical 
data  as  above). 

1.  Annual  cost  of  road  same 7.0% 

2.  Gasoline  and  oil  possibly  90%xl4.4% 13.0% 

3.  Tires  possibly  85%xl5.1.% 12.8% 

4.  Repairs  possibly  75%x  7.0% 5.2%, 

5.  Drivers'  wages     possibly  50%xl5.1% 7.5% 

Total 45.5% 

of  cost  of  operation  varies  with  distance. 

3.  Justifiable  expenditure  to  reduce  distance, 
a.      Small  changes. 

(1)  28.2%x28.45  per  ton  mile  =  8  cents  per  ton 
mile  =  additional  cost  of  operation  caused  by  in- 
crease of  one  mile  in  distance. 

8^   X   300  X   number  of  tons  passing  over  road 

5280 
per  day  =:  cost  of  one  additional  foot  of  distance 
in  operation  of  trucks  per  year. 
84  X  300  X  1000  =  $4.55  =  cost  of  one  addi- 

5280 
tional    foot    of    distance    in    operation    of    trucks 
under  these  conditions. 

(2)  28.2%,   X    7(f  per  vehicle  mile  =  2^   X   300   X 

5280 
number  of  passenger  vehicles  per  day  ^=  cost  of 
one  additional  foot  to  passenger  vehicles  per  year. 
(For  the  sake  of  illustration,  assuming  the  same 

32 


percentage   of   operating   expense   effected   as    foi 
a  truck.) 
(3)     (1)    +    (2)    -^    prevailing    rate    of    interest    = 
justifiable  expenditure  to  remove  one  foot  of  dis- 
tance. 
b.      Medium  changes. 

(1)  45.5%  X  28.45<f  per  ton  mile  =  U<f  X  300  X 
number  of  tons  per  day  =  cost  of  one  addi- 
tional mile  in  operation  of  trucks  =  13  X  300  X 
1000  =  $39,000. 

(2)  38%  X  7<f  per  vehicle  mile  =  2.7(f  X  300  X 
number  of  vehicles  per  day  =  cost  of  one  addi- 
tional mile  of  distance  to  passenger  vehicles. 
(Not  considering  any  drivers'  wages  and  for  the 
sake  of  illustration,  assuming  the  same  percentage 
of  operating  expense  effected  as  for  a  truck.) 

(3)  (1)  +  (2)  -T-  prevailing  rate  of  interest  = 
justifiable  expenditure  to  remove  one  mile  of  dis- 
tance. 

4.      Large  changes  in  distance. 

a.  Effects  number  of  trips  per  day  and  therefore  the  num- 
ber of  vehicles  necessary  for  a  given  tonnage. 

b.  Increases  practically  all  items  of  expense. 

c.  Possibly  70%  of  cost  of  operation  varies  directly  with 
the  distance. 

C.     Curvature. 

1.  Danger  of  accident  exaggerated.     (9)   (4) 

a.      Question  for  engineer  is  never  curvature  or  no  curva- 
ture, but  how  much? 

2.  Effect  on  speed  of  operation.     (4)   (12) 

a.  Curves  up  to  500  feet  radius  properly  banked   do  not 
materially  effect  speed.     (10) 

(1)     Superelevation.     (10) 

b.  Mathematical  analysis.     (10) 

(1)  Centrifugal  force  varies  as  the  square  of  speed 
and  directly  as  the  curvature. 

3.  Effect  on  operating  expenses. 

a.     The  wear  on  tires  the  principal  item. 

4.  Maintenance  of  road. 

a.      Increased  maintenance  on  curves. 

5.  Justifiable    cost    to    reduce    curvature    within    above    limits 
very  small. 

1).     Rise  and  fall.     (5) 

1.  Classification. 

a.  Grades    not    requiring   use    of    brakes    or    increase    in 
power. 

(1)     Grades  less  than  2%  do  not  invite  coasting 

b.  Grades    demanding  slight  use  of  brakes   and   shutting 
off  power  but  not  necessitating  gear  shift. 

c.  Grades  demanding  gear  shift  and  full  power  in  ascend- 
ing and  brakes  in  descending. 

2.  Grade  resistance.     (Values.)     (14)   (19) 

33 


3. .    Grades  cannot  be  considered  individually  buib  in  series, 
a.      Virtual  profile.      (6) 

4.  Method  of  reduction.     (14)    (19) 

a.  Increased  distance  will  not  decrease  operating  ex- 
penses. 

(1)     Miles  per  gallon  of  gasoline  not  proportional  to 
reduction  in  grade. 

b.  Cutting  and  filling. 

(1)     Reduces  length  or  rate  of  descending  grade  de- 
creasing coasting. 

5.  Cost  of  rise  and  fall. 

(1)     Grades  where  application  of  brakes  is  necessary 
increase  operating  expense  and  should  be  avoided 
as  much  as  possible.     (6) 
b.      Data  necessary. 

(1)  Determination  of  items  of  operating  expense  and 
per  cent,  each  bears  to  total  expense. 

(2)  Determination  of  effect  on  each  item  of  one  foot 
rise  and  fall. 

(3)  Determination  of  total  traffic. 

(4)  Methods  of  calculation. 

(a)  Class  b  (see  distance). 

(b)  Class  c  (see  distance). 

6.  Safe  limits. 

B.     Ruling  gradient  and  curvature. 

1.  Effect  on  load. 

a.  No  grade  steeper  than  can  be  negotiated  by  a  horse- 
drawn  vehicle  should  be  used. 

b.  Present  trucks  can  lift  capacity  loads  up  ordinary 
grades  now  used. 

c.  Number  of  trailers  limited  by  ruling  grade.   (17) 

(1)  A  truck  can  pull  three  or  four  times  what  it  can 
carry.     (11) 

(2)  Method  of  calculation.     (18) 

d.  Inability  to  use  pusher  grades  as  on  railroad  makes  it 
desirable  to  reduce  all  grades  as  near  to  the  average 
as  possible. 

e.  Much  experimental  data  necessary  to  determine  effect 
on  load. 

2.  Effect  on  operating  cost. 
a.     Data  necessary. 

(1)  Determination  of  items  of  operating  expense  and 
per  cent,  each  bears  to  the  total  operating  ex- 
pense. 

(2)  Determination  of  effect  of  each  per  cent,  in  in- 
crease of  grade. 

(3)  Determination  of  total  traffic. 

(4)  Sample  calculation.     (See  distance.) 

3.  Effect  on  time  of  operation. 

4.  Compensating  for  curvature  on  ruling  gradient, 
a.     Use  of  sags  in  grade  line.     (7) 

5.  Limiting  effect  of  curvature     (8) 
6.     Detours  to  avoid  grades. 

34 


PROBLEMS 


1.  A  road  between  points  A  and  B.  one  hundred  miles  apart,  is  de- 
flected 10  miles  to  strike  a  third  point  C.  The  road  is  to  be  concrete  at 
$40,000  per  mile.  A  through  traffic  of  300  vehicles  per  day  is  expected, 
200  being  passenger  vehicles  and  100  trucks  averaging  2  tons  capacity. 
By  deflecting  the  road  it  is  expected  that  100  additional  vehicles  will  use 
the  road,  25  being  2-ton  trucks  and  75  being  passenger  vehicles.  Which 
will  be  the  more  economical : 

(1)  To  construct  the  road  straight  between  A  and  B,  thereby  eliminat- 

ing C. 

(2)  To  deviate  the  main  road  so  that  it  will  pass  through  C, 

(3)  To  construct  a  feeder  road  from  C  to  the  road  AB  ? 

2.  Assuming  gasoline  consumption  to  vary  as  shown  in  the  accom- 
panying table  calculate  the  gasoline  consumption  for  each  of  four  possible 
roads  from  A  to  B  one  mile  apart  and  with  grades  as  shown.  Assume 
no  gasoline  consumption  on  descending  grades.* 

Grade                              Miles  per  Gallont 
Level    16.0 

1  12.7 

2  10.6 

4  „...      7.9 

6  6.3 

8  5.3 

10  4.5 

12  3.9 

15  3.3 


tRobert  C.  Barnett,  Economic  Engineer  for  Missouri  State  Highways 
Transport  Committee,  for  a  2-ton  load. 

*H.  S.  Fairbanks,  Senior  Highway  Engineer,  Bureau  of  Public  Roads. 


O  S  lO  IS         20         25-         30        35         4-0         4^r        SO 

3.     Construct  a  virtual  profile  for  each  of  the  grades  in  problem  2. 


35 


REFERENCES 


MOST  IMPORTANT 


1.  "Economics  of  Railway  Location,"  Wellington,  Chap.  III. 

2.  "Economics  of  Railway  Location,"  Wellington,  Chap.  VL 

3.  "Economics  of  Railway  Location,"  Wellington,  Chap  VIL 

4.  "Economics  of  Railway  Location,"  Wellington,  Chap.  VIIL 

5.  "Economics  of  Railway  Location,"  Wellington,  Chau.  IX. 

6.  "Economics  of  Railway  Location,"  Wellington,  Chap.  IX,  Table  117. 

7.  "Economics  of  Railway  Location,"  Wellington,  Chap.  XVIII. 

8.  "Economics  of  Railway  Location,"  Wellington,  Chap.  XIX, 

SUPPLEMENTAL 

9.  "Public  Roads,"  September,  1921,  p.  15. 

10.  "Public  Roads,"  November,  1920,  p.  3. 

11.  Article  by  Francis  W.  Davis,  Power  Wagon  Reference  Book,  1920, 

p.  625. 

12.  "A  Study  of  the  California  Highway  System,"  p.  163.' 

13.  "Roads  and  Pavements,"  I.  O.  Baker,  Chap.  II. 

14.  "Motor  Operation  Costs  as  Affected  by  Highway  Location  and  Grade 

Design,"  W.   G.   Harger.     1920-21.     Enging.   News,  Vol.  85,  pp. 
104-7,  171-3,  200-2,  Vol.  86,  pp.  201-3. 

15.  "Motor  Trucks  and  Street  Grades."     Munic.  Jnl.,  Vol.  40,  pp.  796-7. 

17.  "How  to  Apply  Trucks  and  Trailers  Under  Given  Load  and  Road 

Conditions,"  M.  C.  Krarup.    Automot.  Ind.,  Vol.  44,  pp.  654-58. 

18.  "Roads  and  Loads,"  Robert  C.  Bamett.    N.  A.  C.  C. 

19.  "The  Location,  Grading  and  Draining  of  Highways,"  W.  G.  Harger. 


36 


ECONOMICS  OF  SELECTION  OF  TYPE  OF 
SURFACE 

I.  GENERAL    CONSIDERATIONS. 

A.  Principle — Highways  and  motor  vehicles  must  be  adapted  one 
to  the  other  so  that  the  greatest  economy  of  transportation  will 
result.     (19)    (22) 

1.  Certain  types  of  hauling  can  be  done  most  economically 
with  heavier  units  of  traffic.     (2) 

2.  Road  construction  and  maintenance  expense  for  different 
sized  traffic  units  will  determine  ultimate  economy  of  large 
or  small  units. 

3.  Experimental  data  on  haulage  costs  and  road  expense  nec- 
essary. 

4.  On  railroads  locomotive  designers  have  considered  both 
economy  of  increasing  train  loads,  and  economy  of  track 
and  road  bed  construction. 

B.  Motor  truck  the  limiting  factor.     (23) 

1.  Roads  suitable  for  trucks  will  carry  passenger  vehicles  and 
horse  drawn  traffic  satisfactorily. 

2.  Maximum  weight,  speed,  tire,  equipment,  unsprung  weight, 
distribution  of  load,  etc.,  determine  types  of  road  necessary. 

3.  Volume  of  traffic  unimportant  in  determining  type. 

II.  LIMITS.     (14) 

A.    Weight.     (1)   (13)   (15)   (17)  (20) 

1.  Impracticable  to  look  more  than  5-10  years  ahead. 

a.  At  5%  interest,  present  worth  of  $1.00  due  in  ten  years 
is  $0.61. 

b.  Uncertainty  of  future  traffic  is  very  great. 

c.  Present    construction    should    provide    for    future    im- 
provement. 

2.  Motor  vehicle  manufacturers  have  agreed  upon  a  28,000- 
pound  limit. 

a.      Proposed  uniform  vehicle  law. 

3.  Present  laws  impose  limits  ranging  from  20,000  pounds  to 
30,000  pounds. 

4.  User  must  make  constant  use  of  entire  truck  capacity  to 
realize  maximum  economy. 

5.  Use  of  trailer  makes  possible  increased  capacity  without 
development  of  larger  trucks.     (11) 

6.  Solid  tires  limit  weight  to  approximately  30,000  pounds. 

a.      Pneumatic    tires    not    yet    used    extensively    on    larger 
sizes.     (3)  (24) 

7.  Additional  tons  capacity  yield  diminishing  returns  in  op- 
perating  expense  as  capacity  is  increased.     (2) 

8.  Goodyear  six-wheel  truck.     (12) 

37 


9.     800  pounds  per  inch  width  of  tire  a  common  limit. 

a.      New  French  road  law  restricts  load  per  inch  width  of 
tire,  but  says  nothing  about  total  weights. 
B.     Speed. 

1.  N.  A.  C.  C.  standard — 25  miles  per  hour. 

2.  Existing  laws — 10-35  miles  per  hour. 

III.    ECONOMICAL  TRAFFIC  UNIT. 

A.  Data  necessary. 

1.  Types  of  road  necessary  to  withstand  various  traffic  units. 

a.  First  cost. 

b.  Maintenance  costs. 

c.  Cost  of  policing  if  types  less  than  that  for  maximum 
unit  is  selected. 

d.  Economical  life  of  road  when  (total  cost  of  repairs  + 
costs  of  renewal  of  surface)  -r-  years  of  life  ^  min- 
imum.    (6) 

2.  Number  and  type  of  traffic  unit  likely  to  use  road. 
(Obtainable  from  traffic  studies  or  economic  survey.) 

3.  Relative  operating  costs  of  various  sized  units. 

B.  Tj'^pical  investigation  (assumed  data). 
1.      1  —  1^  —  3  concrete  road.     (4) 


Trucks  VA 

Thickness  Ton 

required :  5" 

a.  Cost   $30,000 

b.  Maintenance    ....    1,000 

c.  Policing    200 

d.  Economical    life.  10  yr. 

2. 


2               3               4 
Ton          Ton          Ton 
5.5"         6.4"          7.1" 
$33,000     $38,400     $42,600 
1,000        1,000         1,000 
200           200           200 
10  yr.        10  yr.        10  yr. 
Traffic  count  (vehicles  per  day).     (5) 
East 
Passenger  Autos  Trucks 


5 

Ton 

7.7" 

$46,200 

1,000 

200 

10  yr. 


7H 

Ton 

8.9" 

$53,400 

1,000 


Light 
278 

238 
516 


Less  than 
Heavy     Busses        1  T.       l-2i^  T. 
357  29  51  35 

West 
320  29  64  32 


3-5  T. 
24 

22 


5T. 
60 

53 


Horse 

Drawn 

Vehicles 

32 

Z7 


677  58  115  67 

3.     Relative  operating  costs. 


46 


113 


69 


Capacity 

Total  cost  of  operation 

per   loaded    ton    mile 

in  cents   26.45 

4.      Calculations. 
Total  tonnage 


10  yr. 


Total 
1,661 

1,640 
3,301 

yy2 


24.63        22.13        21.65       20.15        19.00 


115 
67 
46 


ton  = 
tons  =1 
tons  = 


115 
134 
184 


113  X  5.6  tons  =  633 


Total    1066  tons  per  day  X  300 
=  319,800  tons  per  year. 


38 


Transportation  cost  per  mile  per  year  b}-  various  sized  units: 
2-ton  trucks  =  26.45  X  319.800  =  $84,600 
3-ton  trucks  =  24.63  X  319.800  =  78,700 
4-ton  trucks  =  22.13  X  319.800  =  70,700 
5-ton  trucks  =  21.65  X  319.800  =  69.300 
yVi-Um  trucks  =  19.00  X   319.800  =     60,700 

Where    V  r=  cost  of  construction 

r  =  prevailing  interest  rate 
M  =  annual  mciinlenance  charges 
S  =  sinking    fund    requirements    based   on    economical 

life,  cost  to  reconstruct  and  prevailing  interest 

rate 
P  =  cost  of  policing  to  enforce  traffic  regulations 

Annual  cost  per  mile  of  roads  =           Fr.           +    M.    +  S.*          +    P+rSM 

2-ton  roads  =  5.5"  A.C.  =  33000  X   .05  +   1000  +  2625  +  200  =  5475 

3-ton  roads  =  6.4"  A.C.  =  38400  X  .05  +  1000  +  3050  +  200  =  6170 

4-ton  roads  =  7.1"  A.C.  =  42600  X  .05  +  1000  +  3380  +  200  z=  6710 

5-ton  roads  :=  7.7"  A.C.  =  46200  X  .05  +  1000  +  3770  +  200  =  7280 

7;<-ton  roads  =  8.9"  A.C.  =  53400  X  .05  +  1000  +  4250  +  0      =  7920 

The  last  item  may  be  neglected,  being  the  same  for  all  roads  in  this 

example. 

ToTAi,  Cost  of  Tr.xnsportation  (Assuming  same  number  of  smaller  units 

as  at  present) 

Total 
Transpor- 
Operating      Road         tation 
Cost  Cost  Cost 

2-ton  or  less — 

115  tons  X  29(f     =  $  33.35 
951  tons  X  26.45  —    251.54 

$284.89  X  300  days  =  $85,467  +  $5,475  =  $90,942 


$284.89 

3-5 

Tons- 

ils tons 

X 

29<f 

= 

$  33.35 

134  tons 

X 

26.45 

= 

35.44 

817  tons 

X 

22.13 

= 

180.80 

$249.59  X  300  days  =  $74,877  +  $6,710  =  $81,587 


5  Tons — 

115  tons  X  29^  =  %  33.35 

134  tons  X  26.45  =  35.44 

184  tons  X  22.13  =  40.72 

633  tons  X  21.65  r=  137.04 


$246.55  X  300  days  =  $73,965  +  $7,280  =  $81,245 


39 


iy2  Tons  or  Less— 

115  tons  X  29^  =z  $  33.35 
134  tons  X  26.45  =  35.44 
184  tons  X  22.13  =  40.72 
348  tons  X  21.65  =  75.24 
285  tons  X  19.00  =      54.15 


$238.80  X  300  days  =  $71,640  +  $7,920  =  $79,560 

Therefore  assuming  the  above  costs   it  would  be  true  economy  to 
build  a  7j^-ton  road. 


♦Assumes  extreme  case  of  very  short  life  and  road  requiring  to  be 
entirely  rebuilt. 

IV.     OTHER   FACTORS   EFFECTING   TYPE    OF    CONSTRUC- 
TION. 

A.  Provision  for  maintenance. 
1.      Skilled  or  unskilled. 

B.  Local  Materials. 

C.  Character  of  foundations.     (16)    (27) 

D.  Aesthetic  considerations. 

E.  Tractive  resistance.     (1)    (18)    (21)    (25) 

1.  Efifect  on  fuel  consumption.     (26) 

2.  Effect  on  time  per  trip. 

F.  Eflfect  on  vehicle  maintenance. 

G.  The  whole  financial  traffic,  and  highway  situation  in  the  unit 
of  government  to  be  served.     (7) 

1.  Greatest  good  to  the  greatest  number. 

2.  Both   lowest   and  highest  grade   roads   may   be  truly   eco- 
nomical.     (8) 

PROBLEM 

1.  Classify  all  trucks  over  two  tons  as  heavy  trucks  and  consider 
the  proportions  of  heavy  trucks  which  would  use  a  given  mile  stretch 
of  road  to  be  48.67c— 3  •  ton,  27.3%— 4  ton,  19.3%— 5  ton,  3.5%— 6  ton, 
and  1.3% — 7  ton.  (Registration  in  Maryland  in  1918.)  Assume  the  present 
road  to  be  8-inch  macadam  16  feet  wide,  costing  $1.10  per  square  yard. 
Assume  that  heavy  trucks  would  require  14-inch  macadam  20  feet  wide. 
Find  the  number  of  heavy  trucks  using  the  road  which  would  justify 
the  improvement,  assuming  maintenance  costs  to  be  the  same.  Use  the 
transportation  costs  given  in  the  above  outline.  Assume  the  life  of  the 
road  to  be  10  years  when  it  can  be  renewed  by  replacing  the  upper  three 
inches  of  macadam  at  one-third  the  cost  of  a  new  road. 


40 


REFERENCES 


MOST  IMPORTANT 


1.  "Engng.  News  Record,"  December  19,   1918.     Article  by  George  U. 

Graham. 
"^2.     "Public  Roads,"  January,  1921,  p.  24. 

SUPPLEMENTAL 

2.  "Gimparison    of    Operating    Costs    of    Different     Sizes    of    Motor 

Trucks,"  International  Motor  Co. 

3.  Automotive  Industry,  February  13,  1919. 

4.  Public  Roads,  November,  1921,  p.  18. 

5.  "Study  of  the  California  Highway  System,  Bureau  of  Public  Roads," 

p.  274,  Route  No.  5,  Station  No.  5. 

6.  "Construction  of  Roads  and  Pavements,"  T.  R.  Agg. 

8.  "The  Type  of  Highways  We  Need,"  B.  B.  Bachman.    Power  Wagon, 

December  1,  1921,  p.  25. 

9.  "Justifiable  First  Cost  of  Highways,"  J.  E.  Pennypacker.  The  Asphalt 

Association. 

10.  "The  Motor  Truck  as  an  Aid  to  Business   Profits,"   S.  V.  Norton, 

p.  172. 

11.  'Heavy  Traffic  and  the  Highways,"  Trailer  Manufacturers*  Associa- 

tion of  America. 

12.  "Good  Roads,"  November  9,  1921,  p.  221. 

13.  "Highways  and  Truck  Loads  They   Can  Economically  Sustain,"  H. 

E.  Breed.    Engng.  News,  Vol.  81,  pp.  975-7. 

14.  "Heavy  Traffic  Highways."    Good  Roads,  n.  s..  Vol.  16,  pp.  224-5. 

15.  "Limit  Truck  Capacity  or  Build  Better  Roads,"     Engng.  News,  Vol. 

81,  pp.  233-5. 

16.  "Motor    Vehicles    and    Their    Influence    Upon    Road    Construction," 

W.  A.  Mclean.     Surveyor,  Vol.  54,  pp.  221-2. 

17.  "Limitation    to    Be    Placed    On    Trucks    From    User's    Viewpoint," 

G.  H.  Pride.     Engng.  News,  Vol.  81,  pp.  968-70. 

18.  "Commercial  Vehicle,"  Vol.  18,  April  IS,  1918,  pp.  18-19. 

19.  "Factors  Which  Will  Govern  Future  Road   Surface  Design,"  E.  L. 

Viets.     Engng.  News,  Vol.  81,  pp.  970-5. 

20.  "Economic  Limit  to  Motor  Truck  Weights,"  R.  C.  Barnett,  Engng. 

&  Contr.,  Vol.  51,  pp.  6-7,  Vol.  52,  pp.  374-80. 

21.  "Tractive   Efficiencv   of    Concrete   Roads,"    E.    N.    Hines.     Concrete, 

Vol.  14,  pp.  56-7. 

22.  "Heavy  Motor  Vehicles   in   Relation   to  Roads,"  W.   D.  Williamson. 

Engng.  Contr.,  Vol.  52,  pp.  757-8. 

23.  "Constructing  Roads  for  Motor  Truck  Traffic,"  T.  R.  Agg.     Munic. 

Eng.,  Vol.  58,  pp.  112-15. 

24.  "Automotive  Industry,"  Vol.  44,  pp.  960-1. 

25.  "Tractive    Resistance     by     Various     Writers"     (Tabulation).      Elec. 

World,  February  3,  1917,  pp.  231. 

26.  "Engineering  and  Contracting,"  May  7,  1919,  p.  482. 

27.  "Pavement   Foundations  as   a   Factor   in   Economic  Transportation," 

R.  C.  Barnett.     Can.  Eng.,  Vol.  40,  pp.  323-7. 

41 


EFFECT  OF  THE  VEHICLE  ON  THE  ROAD 

I.    TYPE  OF  VEHICLE.  1 

A.  Horse   Drawn.  1 
1.      Abrasion.  ] 

a.      Can  be  taken  care  of  by  proper  maintenance.  i 

B.  Light,  fast,  rubber-tired  traffic.     (12)  | 
1.      Present  designs  satisfactory.  ; 

C.  Heavy  motor  truck.     (1)    (15)    (16)  , 

1.  Stresses  induced.  ' 

a.  Shear.  | 
(1)      Surface  cracking  and  rutting.  i 

b.  Bending. 

(1)     Wavy  pavements.  | 

c.  Abrasion.  ( 
(1)     Rupture  on  top  surface.  ! 

d.  Vibrating  action.  ' 
(1)     Rupture  of  slab  throughout.  i 

2.  Type  of  failure.  i 

a.  Road  slab.  \ 
CI)     Structural  failure.  | 

b.  Subgrade.  1 
(1)     Support  not  constant.  j 

3.  Effect  of  v^reight.  j 

a.  Impact.  ] 

(1)  Unevenness  of  road.     (9)  .j 

(2)  Effect  of  unsprung  weight.     (9)  j 

(3)  Spring  pressure.     (9)  j 

(4)  Type  and  condition  of  tires.     (9)  (17)                                            I 

1.  Solid.  \ 

2.  Cushion. 

3.  Pneumatic.  j 

(5)  Experimental  determination.  ] 

(1)  Description  of  apparatus.  "                                 i 

1.  Copper  cylinder.     (5)  « 

2.  Space  time  curves.     (3) 

(2)  Description  of  tests. 

1.  Using  trucks.     (2)  i 

2.  Using  impact  machine.     (4) 

(3)  Results  of  tests.     (2)    (4) 

1.      Tests  too  few  to  be  conclusive.  s 

(6)  Effect  of  speed  on  impact.     (2)  1 
(1)     Possible  for  light  high  speed  trucks  to  pro-  | 

duce  high  impact  compared  to  heavy  trucks 
at  low  speed. 

b.  Static  load. 

(1)     Effect  of  sprung  weight  in  increasing  static  load. 

4.  Effect  of  speed.  \ 
a.      Surface  wear  proportional  to  tractive  effort  which  is                      ' 

slightly  greater  at  high  than  low  speeds.  j 

42  ' 


II,     TYPE  OF  ROAD. 

A.  Rigid  type.      (6) 

1.  Conditions  to  be  met. 

a.  Slab  supported  on  soft  subgradc. 

b.  Slab  spanning  circular  soft  spot  in  subgrade. 

c.  Slab  supported  at  sides  of  road,  two  trucks  passing. 

d.  Slab  supported  along  center  line,  two  trucks  passing. 
(1)     Longitudinal  construction  joint. 

e.  Single  wheel — load  applied  at  corner  of  slab. 

2.  Reinforcing    steel    does    not    add    appreciably    to    resisting 
moment. 

B.  Non  rigid  type.     (6) 

1.      Conditions  to  be  met. 

a.      Maximum  pressure  transmitted  not  to  exceed  bearing 
valve  of  subgrade  in  its  worst  convlition.     (13)    (14) 

(1)  Use    of    soil    pressure    cell    'if\    determination    of 
pressure.     (8) 

(2)  Improvement  of  subgrade  conditions.     (7) 

(3)  Determination  of  bearing  valve  of  soils.     (11) 

C.  Comparison  of  various  types^  of  surface. 

1.  Lack  of  experimental  data. 

2.  Effect  of  impact  on  both  types.     (4) 

3.  Accelerated  wear  tests.     (10) 


IIL     TRAFFIC  INTENSITY.     (6) 

A.  Width  of  road. 

1.  Structural     failure     induced     when     traffic     is     forced     off 
shoulders. 

2.  Trucks  require  wider  road  than  passenger  vehicles. 

(1)  Trucks  up  to  93"  wide  run  9-10  miles  per  hour. 

(2)  Eighteen   to  twenty-foot   road   required   for   two- 
way  traffic. 

B.  Effects  rate  of  disintegration  of  wearing  surface. 


REFERENCES 

MOST  IMPORTANT 

1.  "Public  Roads."  February,  1921,  p.  3. 

2.  "Public  Roads,"  March.   1921.  p.  3. 

3.  "Public  Roads,"  October.  1921. 

4.  "Public  Roads."  November.  1921. 

5.  "Public  Roads."  October,  1919. 

6.  Paper  by  A.   T.   Goldbeck  at  University  of   Pennsylvania  Highway 

Engineerirfg  Conference,  February  7  to  11,  1921. 

7.  "Public  Roads,"  October,  1921,  p.  22. 

8.  "Public  Roads,"  August,  1920,  p.  3. 

9.  "PubHc  Roads."  November,  1920.  p.  16. 

10.  "Public  Roads,"  June,  1921,  p.  3. 

11.  "Public  Roads,"  July,  1921,  p.  15. 

43 


SUPPLEMENTAL 

12.  "Extraordinary  Traffic  and  Excessive  Weights  on  Highways,"  H.  T. 

Wakelam.     Surveyor.  Vol.  51,  pp.  586-9. 

13.  "Traffic  Laws  and  Highway  Maintenance  and  Construction,"  C.   C. 

Brown.     Munic.  Jnl.,  Vol.  44,  pp.  325-6,  344-5. 

14.  "Good  Roads,"  n.  s..  Vol.  16,  pp.  224-5. 

15.  "Effects  of  Heavy  Traffic,"  Munic.  Jnl.,  Vol.  46,  pp.  154-60. 

16.  "Heavy  Motor  Transport  and  Road  Construction,"  Engng.,  Vol.  108, 

pp.  768-72. 

17.  "Relative    Value    of    Solid    and    Pneumatic    Tires,"    A.    F.    Masury. 

Engng.  News,  Vol.  84,  pp.  668-70. 


44 


SELECTING  THE  VEHICLE 

I.  GENERAL  REQUIREMENTS. 

A.  The  field  for  selection. 

1.      Several  hundred  makes  and  models.     (1)    (2) 

B.  Capacity.     (3) 

1.  Average  load  to  be  carried. 

(a)     Maximum  and  minimum. 

2.  Character  of  load. 

C.  Power.      (3) 

1.  Nature  of  topography, 
a.      Gear  ratio. 

2.  Character  of  roads. 

a.     Tractive  resistance. 

D.  Speed.     (3) 

1.  Closely  related  to  size  and  weight. 

2.  Commodity  to  be  hauled. 

E.  Size  and  character  of  body.     (3)    (6) 

1.     Distinguish  between  size  and  carrying  capacity. 

F.  Operating  conditions.     (3) 

1.  Legal  restrictions. 

a.     Effecting  use  of  trailers,  width,  loads,  etc. 
2      Clearance. 

3.  Height  of  body. 

4.  Length  of  wheel  base. 

G.  Service.     (5) 

\.      Standard  parts. 

II.  TYPE  OF  TRUCK. 

A.  Gasoline  driven. 

\.     Rear  wheel  driven. 

a.  Chain. 

b.  Worm. 

c.  Gear. 

2.  Four  wheel  drive. 

3.  Tractor  trucks. 

4.  Six  wheel  trucks. 

a.     In  experimental  stage. 

B.  Electric  driven. 

1.  Street  trucks. 

a.     Advantages. 

2.  Industrial. 

C.  Vocational  survey. 

a.     Use  under  similar  conditions   (see  typical  uses). 


45 


III.     BODY  DESIGN. 

A.  General  construction.     (6) 

1.      Size  and   weight  limitations. 

B.  Stationary   bodies.      (6) 


]. 

Stake  and  rack  bodies. 

2. 

Keg  rail. 

3. 

Express. 

4. 

Grocers'  bodies. 

5. 

Van. 

6. 

Lumber. 

Dumping  bodies.     (6) 

(4) 

1. 

Garbage. 

2. 

Asphalt. 

3. 

Gravity  dump  bod 

ies. 

4. 

Mechanical  dump 
a.      Hoists. 

bodies. 

b.      Elevating  and 

dumping. 

n 

emountable  bodies. 

(6)   (4) 

1. 

Telepherage.      (7) 

2. 

Roll  off. 

D. 


E.     Special  bodies     (6)    (4)    (11) 

1.  Refrigerator. 

2.  Char-a-blanc. 

3.  Tank  bodies. 

IV.     TRAILERS. 

A.  Theory.     (5) 

1.  Railroad  analogy. 

2.  Draw  bar  pull.     (8)    (5) 

B.  Advantages.      (10) 

1.  Increase  in  load  hauling  capacity. 

2.  Reduced  cost  of  transportation. 

3.  Saves  loading  and  unloading  time. 

4.  Moves  special  loads. 

5.  Takes  care  of  peak  haulage. 

a.      Reduces  maintenance  due  to  elimination  of  overloading. 

6.  Use  with  passenger  cars. 

C.  When  to  use   the  trailer.      (5) 

1.  Ton  mile  costs  sometimes  increased,  sometimes  decreased. 

2.  Tractive  resistance  of  roads. 

3.  Maximum  grades. 

4.  Charting  the  daj''s  run. 

5.  Speed  of  operation. 

a.      Effect  of  shifting  gears. 

6.  Comparative  costs.     (10)    (5) 

a.      Itemized  comparison  with  and  without  trailers. 

7.  Special  conditions.      (5) 


46 


D.  Construction.     (10) 

1.  Mvst  be  suitable  for  higli  speed, 
a.      Bearings,  lubrication,  etc. 

2.  Brake  equipment. 

3.  Tire   equipment. 

4.  Effect  on  truck  construction. 
5       'Steering  gear. 

E.  Typical  uses.     (10) 

1.  Semi-trailers. 

2.  Four-wheel  trailers. 


V.    TIRES. 


A.     Construction.     (9) 

1.  Solid. 

2.  Pneumatic. 

3.  Cushion. 

'3.     Comparison.     (12)    (13)    (14)    (19) 

1.  Advantages  claimed  for  pneumatic  tires.     (IS)    (16)    (17) 
(20)    (21)    (22) 

a.  Reduction  in  mechanical  repairs. 

b.  Increase  in  permissible  speed. 

c.  Decrease  in  gas  consumption. 

d.  Less  vibration  and  therefore  less  fatigue  for  driver. 

e.  Less  depreciation  of  roads.     (23) 

f.  Greater  tractive  ability. 

g.  Some    truck    manufacturers    disagree    with.      (a)     (b) 
(c)   (d)  and  (e) 

2.  Disadvantages.     (18)    (20) 

a.  High  initial  cost. 

b.  Need  of  carrying  emergency  equipment. 

c.  Difficulty  of  changing  on  roads. 

d.  Reduction  of  high  gear  ability  due  to  increased  diam- 
eter of  wheels. 

e.  Limitation  imposed  on  size  of  brakes. 


REFERENCES 


MOST  IMPORTANT 


2.  Power  Wagon  Reference  Book  for  1920. 

3.  "The  Motor  Truck  as  an  Aid  to  Business  Profits,"   S.  V.   Norton, 

Chap.  VL 

4.  "The  Alotor  Truck  as  an  Aid  to  Business  Profits,"   S.   V.   Norton, 

Chap.  X. 

5.  "The  Motor  Truck  as  an  Aid  to  Business  Profits,"  S.  V.  Norton, 

Chap.  XL  and  XIL 

6.  Power  Wagon  Reference  Book  for  1920,  pp.  498-547. 

7.  Power  Wagon  Reference  Book  for  1920,  p.  797. 

8.  Power  Wagon  Reference  Book  for  1920,  p.  6S. 

47 


9.     Power  Wagon  Reference  Book  for  1920,  pp.  799-806. 

10.  Power  Wagon  Reference  Book  for  1920,  pp.  472-494. 

SUPPLEMENTAL 

1.    "Motor  Trucks  of  America." 

11.  "Motor  Truck  Transportation,"  F.  Van  Z.  Lane.    Chap.  IX. 

12.  "Commercial  Car  Journal,"  March  15,  1919,  pp.  82  and  94;  April  15, 

1918,  p.  40;  June  15,  1918,  pp.  41  and  54. 

13.  "Highway  Transportation,"  October,  1919,  p.  31. 

14.  "Commercial  Vehicle,"  June  1,  1919. 

15.  "Highway  Transportation,"  May   1,   1919,  pp.   14;   March,   1920,  pp. 

90  and  143. 

16.  "Commercial  Vehicle,"  January  1,  1919,  pp.  27. 

17.  "Commercial  Car  Journal,"  March  15,  1919. 

18.  "Highway  Transportation,"  April,  1919,  p.  7,  and  March,  1920,  p.  43. 

19.  "Solid  and  Pneumatic  Tires,"  A.  F.  Masury.    N.  A.  C.  C. 

20.  "Pneumatic  Tires  on  Trucks,"  B.  B.  Bachman.     Jnl.  Soc.  Automot 

Engrs.,  Vol.  4,  pp.  298-302. 

21.  "Automotive  Ind.,"  Vol.  42,  p.  1150. 

22.  "Pneumatic  Tires  and  Motor  Truck  Development  Experiences,"  M. 

D.  Scott.     Soc.  Automot.  Engrs.  Jnl.,  Vol.  7,  pp.  375-7.     Discus- 
sion, pp.  377-84. 

23.  "Public  Roads,"  December,  1921. 


48 


DISPATCHING  AND  ROUTING 

I.     FUNDAMENTALS. 

A.  Definitions.      (1) 

1.  Routing  so  plans  distribution  that  the  necessary  service  re- 
quired may  be  accomplished  according  to  schedule  by  the 
available  equipment. 

2.  Dispatching  directs  the  movement  of  equipment  over  routes 
according  to  schedule. 

B.  Principles. 

1.  Every  ton-mile  or  passenger-mile  of  transportation  avail- 
able and  not  used  represents  ar   economic  loss.     (1) 

a.  Keep  the  wheels  turning. 

b.  Deliver  the  maximum  quantity  of  freight  with  the  least 
wheel  turn. 

c.  Never  let  freight  grow  old. 

(1)     Shipping  room  can  stop  a  factory. 

d.  Make   the    maximum    of    tonnage    deliveries    with    the 
minimum  of  vehicles. 

e.  Load  and  unload  as  few  times  as  possible. 

IL     SCHEDULING.     (2) 

A.    Co-ordination  of  loads  and  vehicles. 

L     Load  must  be  ready  when  truck  is  ready. 

a.  Zone  system. 

b.  Definite  truck  schedule. 

2.  The  right  load  ready  for  the  right  truck. 

a.  The  dispatcher. 

b.  Location  of  all  trucks  constantly  recorded. 
(1)     Typical  methods. 

3.  Assembling  the  load. 

a.     Typical  systems. 

4.  Eliminating  garage  delays, 
a.     Typical  example. 

III.    ROUTING.     (3) 

A.    Zone  system  basis  of  successful  routing. 
L      Planning  the  zone. 

a.  Large  scale  map  essential. 

b.  Density  of  trades. 

c.  Number  of  stops. 

d.  Number  of  deliveries  necessary. 

e.  Radius  of  vehicle  operation. 
(1)     Number  of  trips  per  day. 

2.     Analyzing  routes  by  time  studies. 

a.  Time  loading. 

b.  Time  unloading. 

49 


c.  Time  full  speed. 

d.  Time  half  speed. 

e.  Typical  example. 

B.     Other  factors  effecting  successful  routing. 

1.  Ferry  delays. 

a     Avoiding  peak  loads. 

2.  Congested  bridges  and  streets. 

a.  Selection  of  routes  to  be  avoided. 

b.  Avoiding  peak  loads. 

3.  Condition  of  roads. 

a.  Up  to  date  record  desirable. 

b.  Driver  should  be  informed. 

4.  Depot  system  of  delivery. 

5.  Terminal  delays. 

IV.     MECHANICAL  AIDS. 

A.  Loading  devices.     (4) 

1.  Demountable  bodies. 

2.  Use  of  trailers. 

3.  Nest  bodies. 

4.  Individual  hampers. 

5.  Escalators. 

6.  Belt  conveyors. 

7.  Spiral  gravity  chutes. 

8.  Gravity  roller  conveyors. 

9.  Power  winch. 

B.  Unloading  devices.     (5) 

1.  Dump  bodies. 

2.  Gravity  chutes. 

3.  Hack  bodies. 

REFERENCES 

MOST  IMPORTANT 

2.  "The  Motor  Truck  as  an  Aid  to  Business  Profits,"   S.  V.   Norton, 

Chap.  VII. 

3.  "The  Motor  Truck  as  an  Aid  to  Business   Profits,"   S.   V.   Norton, 

Chap.  IX. 

4.  "The  Motor  Truck  as  an  Aid  to   Business  Profits,"    S.  V.  Norton, 

Chap.  VIII. 

5.  "The  Motor  Truck  as  an  Aid  to  Business  Profits,"   S.  V.  Norton, 

Chap.  XIII. 

SUPPLEMENTAL 

1.    "Cost    Accounting,    Routing,    and    Dispatching,"     S.     S.    Merithew, 
N.  A.  C.  C. 


SO 


ENGLISH  HIGHWAY  TRANSPORT  METHODS 

Outline  Submitted  by  A.  H.  Blanchard,  January  31,  1922 

I.  DEVELOPMENT  FROM  1850  TO   1922 

A.  Effect  of  completed  systems  of  highways. 

B.  Effect  of  legislative  acts. 

II.  TYPES  OF  COMMERCIAL  VEHICLES. 

A.  Tractors  and  traction  engines  and  trailers. 

B.  Steam   lorries  with  and  without  trailers. 

C.  Petrol  motor  trucks  with  and  without  trailers. 

D.  Motorbusses. 

E.  Char-a-bancs. 

III.  LEGISLATION  IN  FORCE  IN  1922. 

A.  "British  1861   Act  for  Regulating  the  Use  of  Locomotives  on 
Turnpikes  and  Other  Roads." 

B.  "British  1878  Highways  and  Locomotives  Act." 

C.  "British  1898  Locomotives  on  Highways  Act." 
C.    "British  1904  Heavy  Motor  Car  Order." 

IV.  HIGHWAY  TRANSPORT  METHODS. 

A.  Freight  haulage. 

1.  Municipal  methods. 

2.  Rural  methods. 

3.  Railv/ays  as  operator?  of  freight  highway  transport, 

B.  Passenger  transportation. 

1.  Municipal  motor  bus  routes. 

2.  Intercity  motor  bus  routes. 

3.  Railways  as  operators  of  motor  bus  routes. 

4.  Rural  transportation  by  char-a-bancs. 

REFERENCES 

Files  of  the  weekly  English  periodicals,  Commercial  Motor,  Modern 
Transport  and  Motor  Transport. 


51 


ECONOMIC  SURVEYS 


I.    PURPOSE. 


A    Bringing  to  light  all  items  entering  into  transportation  cost 

1.  Methods  of  boxing  and  crating.     (1) 

2.  Sorting  and  assembling. 

3.  Routing  and  internal  delivery. 

B.  Transportation  or  delivery  costs  relatively  unknown.     (2) 

1.  Labor,  production,   sales   and   accounting  costs   considered 
essential. 

2.  Haulage  rates  must  be  based  on  entire  cost  of  service. 

C.  Most  efficient  methods  of  transportation  should  be  used. 

1.  Present  system  of  food  distribution  probably  most  expen- 
sive in  history. 

2.  Many  failures  in  motor  transportation   due  to  attempting 
the  uneconomic. 

3.  Increased  service  to  public. 

II.     SURVEYS  OF  BUSINESS  OPERATIONS. 

A.  Eflfect  of  location.     (3) 

1.  Access  to  railroad  siding  or  navigable  river. 

2.  Convenience  to  yards  and  shipping  points. 

3.  Street  layout,  grades,  condition  of  pav^ement  and  conges- 
tion. 

B.  Effect  of  plant  layout.     (3) 

1.  Loading  and  dispatching  facilities. 

2.  Location  of  elevators  and  conveyors. 

3.  Relation  of  inside  and  outside  transportation. 

4.  Size  and  height  of  shipping  platforms. 

5.  Location  of  garage  or  stable. 

6.  Loading    and    unloading    devices — (See    Dispatching    and 
Routing). 

C.  Character  of  service  necessary. 

1.  Long  and  short  haul.     (5) 

2.  Frequent  stops.      (4) 

a.      Long  or  short  duration. 

3.  Co-ordination  of  horse,  electric  and  gasoline  trucks  (4)   (5) 
a.     Field  and  advantage  of  each. 

4.  Character  of  merchandise. 

5.  Special  bodies — (See  Selecting  the  Vehicle). 

6.  Proper  size  of  system. 

D.  Traffic  management. 

L     Effective  routing  and  scheduling— (See  Routing  and  Dis- 
patching). 
a.     Return  trips. 

2.  Garage  management. 

3.  Cost  system — (See  Cost  Keeping). 

4.  Standardization. 

52 


E.    Examples. 

1.  Milk  industry   (4). 

2.  Ice  dealer.      (5) 

3.  Ice  cream  dealer.     (6) 

4.  Lumber  industry.     (7) 

5.  General  manufacturing.     (3) 

III.     PUBLIC  HAULAGE  SURVEYS. 

A.  Year-round  road  condition,  character  of  bridges.     (2) 

1.  Effects  kind  of  equipment. 

2.  Eflfccts  cost  of  operation. 

3.  Snow  removal 

4.  Possible  detours. 

5.  Attitude  of  public  officials  toward  regular  use  of  roads. 

6.  Traffic  laws,  ordinances  and  regulations. 

7.  Running  time  possible. 

a.  Probable  number  of  stops. 

b.  Maintaining  a  schedule. 

C.  Amount  and  kind  of  freight  available.     (8) 

1.  Attitude  of  merchants,  shippers,  etc. 

a.  Toward  existing  service. 

b.  Toward  proposed  service. 

2.  Population  of  region  it  is  proposed  to  serve. 

3.  Return  loads  bureau.     (10)    (11) 

a.  Operated  like  employment  agency. 

b.  Motor  truck  terminal  companies. 

4.  Motor  truck  terminals. 

B.  Existing  transportation  service.     (8) 
1.     Rail  and  electric. 

a.  Frequency  of  service. 

b.  Existing  rate. 

c.  Time  of  delivery  of  existing  service. 

d.  Possible  connections. 

(1)     Rail,  waterway,  streit  cars,  other  truck  routes. 

D.  Scale  of  charges.     (8) 

1.  Based  on  complete  estimated  costs. 

a.  Data  regarding  existing  routes. 

(1)  Fixed     charges,     operating     costs,     maintenance 
charges. 

(2)  Soliciting  business,  advertising,  etc. 

b.  Length  of  haul,  condition  of  roads,  etc. 

2.  Minimum  charge  and  maximum  size  and  weight. 

(1)     Loading  facilities. 

3.  Charge  on  fragile  and  perishable  goods  should  cover  re- 
sponsibility for  loss. 

4.  Charge  for  passengers  based  on  competing  service. 

5.  Rates  for  both  bulk  and  weight 


53 


E.     Miscellaneous.      (8) 

1.  Securing  of  capital 

2.  Reliable  drivers  available. 

3.  Provision  for  occasional  accident, 
a.      Perishable  goods. 

IV.     COMMUNITY  TRANSPORTATION  SURVEYS.     (9) 

A.  Population. 

1.  Past  growth  and  estimated  future  growth. 

2.  Nationality,  education,  progressiveness. 

3.  Buying  habits. 

4.  Distribution  of  wealth. 

B.  Industries. 

1.  Character  and  volume. 

2.  Location  of  markets. 

C.  Existing  transportation. 

1.  Present  rail,  electric,  and  water  facilities. 

2.  Possible  extensions. 

3.  Existing  roads. 

a.  Present  condition. 

b.  Contemplated  improvements. 

4.  Travel  habits. 

a.      Present  freight  and  passenger  movement. 

5.  Present  truck  transportation, 
a.      Degree  of  organization. 

D.  Recommendation. 

1.  Detailed    analysis    of   traffic   movement  with   proposed    re- 
arrangement. 

2.  Estimated  costs  of  proposed  additions. 

3.  Effect  on  existing  transportation  of  proposed  changes. 

4.  Analysis  of  present  revenue  from  transportation. 

5.  Analysis  of  estimated  revenue  from  proposed  system. 

E.    Example.     (9) 

REFERENCES 

MOST  IMPORTANT 

3.    "The   General   Manufacturer."     Analysis   of   this    field   by   Packard 

Motor  Car  Company. 
S,    "The   Ice   Dealer."     Analysis   of   this   field   by   Packard   Motor   Car 

Company. 

8.  "Organization  of  a  Rural  Motor  Express  Line."    N.  A.  C.  C. 

9.  "Transportation    for    Fulton    County,    Pennsylvania."     Frederick    B. 

Weed,  John  J.  McCarthy,  Engineers  for  the  Packard  Motor  Car 
Company. 


54 


SUPPLEMENTAL 

1.  "Building  Sales  by  Intelligent  Packing,"  E.  W.  Davidson.     Industry 

Illustrated,  December,  1921,  p.  23. 

2.  "Motor  Truck  Transportation,"  F.  Van  Z.  Lane.     Chap.  VIII. 

4.    "The  Milk  Industry."    Analysis  of  this  field  by  Packard  Motor  Car 
Company. 

6.  "The  Ice  Cream  Manufacturer."    Analysis  of  this  field  by  Packard 

Motor  Car  Company. 

7.  "The  Lumber  Dealer."    Analysis  of  this  field  by  Packard  Motor  Car 

Company. 

10.  "Collier's  Weekly."    July  26,  1919,  p.  16. 

11.  "Commercial  Car  Journal."    November  IS,  1918. 


55 


INDUSTRIAL  USES  OF  MOTOR  VEHICLES 

I.  FARMS. 

A.  Market  gardening  (vegetables,  etc.).     (1)    (4) 

B.  Livestock.     (2)    (4) 

C.  Cotton.     (3)    (13) 

D.  Fruits.      (4) 

E.  Grain.     (13) 

F.  Dairying.     (4) 

G.  Use  of  tractor.     (13) 

H.    General.     (5)  (6)   (7)   (8) 

II.  LUMBER.     (9)   (13) 

A.  Logging. 

B.  Milling. 

IIL     OIL.     (10)   (13) 
IV.     MINES.     (11)   (13) 

V.    FACTORY.     (12) 

A.  Apparel.     (13) 

B.  Baking.     (13) 

C.  Barrel  and  Box.     (13) 

D.  Bottling.     (13) 

E.  Central  station.     (13) 

F.  Chemicals.  (13) 
H.  Furniture.  (13) 
L  Gas.     (13) 

J.  Hardware.     (13) 

K.  Ice.     (13) 

L.  Iron  and  Steel.     (13) 

M.  Laundry.     (13) 

N.  Meat.     (13) 

O.  Milling.     (13) 

P.  Textile.     (13) 

VL    CONSTRUCTION.     (14) 

A.  Building.     (13) 

B.  Building  materials.     (13) 

C.  Road  building.     (13) 

VIL     LOCAL. 

A.  Grocery  stores.     (13) 

B.  Department  stores.     (13) 

56 


VIII.     MUNICIPAL.     (13) 

A.  Fire  protection. 

B.  Police  patrols. 

C.  Garbage  removal. 

D.  Paving. 

E.  Street  cleaning. 


REFERENCES 


MOST  IMPORTANT 


1.     "The  Motor  Truck  as  an  Aid  to   Business   Profits,"   S.  V.   Norton, 

pp.  406  and  410. 
2     "The  Motor  Truck  as  an  Aid   to  Business   Profits,"   S.  V.   Norton, 

p.  484. 

3.  "The  Motor  Truck  as  an  Aid  to   Business   Profits,"   S.  V.   Norton, 

pp.  155  and  156 
9.     "The  Motor  Truck  as  an  Aid  in  the  Extraction  of  Raw  Materials 
at    the    Source,"    F.    W.    Fenn.      Lecture    delivered    to    Graduate 
Students  in  Highway  Transport,  University  of  Michigan,   N.  A. 
C.C. 

10.  "The  Field  of  the  Motor  Truck  in  the  Petroleum  Industry,"  F.  W. 

Fenn.      Lecture    delivered    to    Graduate    Students    in    Highway 
Transport,  University  of  Michigan,  N.  A.  C.  C. 

11.  "Motor  Truck  Operation  at  the  Mines,"  F.  W.  Fenn.     Lecture  de- 

livered to  Graduate  Students   in  Highway  Transport,  University 
of  Michigan,  N.  A.  C.  C. 

12.  "Motorizing  the  Factory,"  F.  W.  Fenn.     Lecture  delivered  to  Grad- 

uate   Students   on   Highway  Transport,   University   of   Michigan. 
N.  A.  C.  C. 

13.  Power  Wagon  Reference  Book  for  1920,  pp.  305-400. 

SUPPLEMENTAL 

4.  "Motor  Transportation  in  Rural  Ontario,"  D.  R.  Cowan  and  F.   C. 

Hart.      Bulletin    227,   Ontario    Department  of    Agriculture,    July, 
1920. 

5.  "Motor  Trucks  on  Eastern  Farms,"  H.  R.  Tolley  and  L.  M.  Church. 

Farmers'  Bulletin  No.  1201,  United  States  Department  of  Agri- 
culture. 

6.  "Experiences  of  Eastern  Farmers  With  Motor  Trucks,"  H.  R.  Tolley 
^   ,  and  L.  M.   Church.     Bulletin  910,  United   States   Department  of 

Agriculture. 

7.  "Corn  Belt  Farmers'  Experience  With  Motor  Trucks,"  H.  R.  Tolley 

and  L.  M.  Church.     Bulletin  No.  931,  United  States  Department 
of  Agriculture. 

8.  "'Survey  of  the  Utilization  of  Motor  Trucks  on  the  Farm."     N.  A. 

c.  c. 

14.  "Hand    Book   of    Construction    Equipment,"    Richard    T.    Dana.     pp. 

510-529,  767-772. 

57 


TRANSPORTATION  USES  OF  MOTOR  VEHICLES 

I.  AUXILIARY. 

A.  As  a  feeder  to  railways.     (1) 

1.  Flanged  wheel  equipment.     (2)   (3)   (4) 

2.  Flanged  and  road  wheel  equipment. 

3.  Express  companies.     (6) 

B.  As  a  feeder  to  waterways. 

C.  Co-ordination  of  all  facilities.     (5) 

II.  INDEPENDENT. 

A.  Inter-city. 

1.  Passenger. 

a.  Description  of  operation.     (7) 

b.  Success.     (7) 

2.  Freight. 

B.  Rural  motor  express.     (8)   (6) 

1.  Co-operative  associations.     (9) 

2.  Private.     (8) 

3.  Governmental   (parcel  post).     (8)    (10) 

4.  Success.     (11)    (12)    (13) 

C.  Motor  busses. 

1.  Consolidated  schools.     (14)    (15)    (16)    (17) 

2.  Trackless  trolley.     (18)   (19)    (20)   (25) 

3.  Bus  lines.     (21)   (22)    (23) 

D.  Local. 

1.  Taxicabs.     (6) 

2.  Local  transfer  work.     (6) 

E.  Long  and  short  rural  haulage. 


REFERENCES 


MOST  IMPORTANT 


4.    "Engineering  News  Record,"  December  8,  1921,  p.  939. 
6.     "Power  Wagon  Reference  Book  for  1920,"  pp.  305-400. 

8.  "Organization  and  Operation  of  a  Rural  Motor  Express  Line,"  F.  W. 

Fenn.      Lecture    delivered    to    Graduate    Students    in    Highway 
Transport,  University  of  Michigan.     N.  A.  C.  C. 

9.  "Operating  a  Co-Operative  Motor  Truck  Route."    Farmers'  Bulletin, 

1032.     U.  S.  Dept.  of  Agriculture. 
14.     "Power  Wagon,"  November,  1921,  p.  17. 
21     "Motor  Bus  Transportation,"  G.  A.  Green.  ^  Transactions  S.  A.  E., 

1920. 


58 


SUPPLEMENTAL 

1.  "Motor  Transport  Cuts  Time  and  Costs  of  Shipping  in  New  Eng- 

land."    N.  A.  C.  C. 

2.  "Railway  Review,"  July  30,  1921.    Editorial  reprinted  by  N.  A.  C.  C. 

3.  "Commercial  Vehicle,"  December  1,  1921,  p.  24. 

5.     "Correlation  of  Highway  and  Waterway  Transport,"  Peter  G.  Ten 

Eyck.    N.  A.  C.  C. 
7.     "Commercial  Vehicle,"  December  1,  1921,  p.  8. 

10.  "Evolution  of  Transportation."    N.  A.  C.  C. 

11.  "A  State  Endorses  the  Rural  Motor  Express."    N.  A.  C.  C. 

12.  "Foods  and  Markets,"  August,   1919,  p.  13.     Division  of  Foods  and 

Markets,  Albany,  N.  Y. 

13.  "American   Magazine,"   March,   1919.     Article  by  F.  W.  Fenn.     Re- 

printed by  N.  A.  C.  C. 

15.  "Motor  Truck  Sales  and  Salesmen,"  Ray  Sherman,  p.  5.     N.  A.  C.  C. 

16.  "Facts  and  Figures  for  1921,"  p.  21,  N.  A.  C.  C. 

17.  "Power  Wagon,"  October,  1921,  p.  Z7. 

18.  "Commercial  Vehicle,"  December  1,  1921,  p.  30. 

19.  "Good  Roads,"  October  26,  1921. 

20.  "Power  Wagon,"  October,  1921,  p.  28. 

21.  "Poughkeepsie :  A  Motorized  City,"  Pamphlet.     N.  A.  C.  C. 

22.  "Motor  Busses  Here  to  Stay,"  T.  J.  Fay,  Pamphlet.     N.  A.  C.  C. 

24.  "Auto  Truck  Line  Competes   With  Two   Railroads."     Engng.   Rec, 

Vol.  74,  p.  100. 

25.  "Trackless   Trolley   vs.    Motor  Omnibus."     Elec.    Ry.   Jnl.,   Vol.   47, 

p.  442. 

26.  "Motor  Trucks  on  Highways,"  A.  Turner.     Ry.  Age,  Vol.  63,  p.  1067. 

27.  "Express   Service  Over   Road  by   Motor  Truck."     Automotive  Ind., 

Vol.  38,  pp.  456-60. 

28.  "Motor  Truck  Transportation   of  Freight  by  European   Railroads." 

Engng.  News,  Vol.  86,  pp.  954. 


50 


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